Chevrolet - Tahoe - Workshop Manual - 2001 - 2001

Page 11493 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 869 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6645 - Ignition is turned ON. - Park lamps are ON. - Keyless entry or remote start message The BCM will enter a sleep state when all of the following conditions exist: The ignition switch is OFF. - No activity exists on the serial data line. - No outputs are commanded. - No delay timers are actively counting. - No wake-up inputs are present. If all these conditions are met, the BCM will enter a low power or sleep condition. Page 411 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The IPC displays the selected gear position as determined by the ECM/PCM. The IPC receives a GMLAN message from the ECM/PCM indicating the gear position. The PRNDL display blanks if: - The ECM/PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the ECM/PCM. Page 8239 Page 4478 Radiator Cooling Fan Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 7904 Arrows and Symbols ARROWS AND SYMBOLS Page 2498 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 12809 Replace the inner tie rod boot. Refer to the Rack and Pinion Boot Replacement procedure in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8160 1. Install the EVAP canister purge valve. 2. Install the EVAP canister purge valve bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 16 N.m (12 lb ft). 3. Connect the chassis EVAP pipe to the EVAP canister purge solenoid. 4. Connect the EVAP canister purge solenoid electrical connector (1). 5. Install the intake manifold cover. Page 7417 Page 11109 12. Remove the boots from the caliper bores. Do not scratch the caliper bores. 13. Replace the pistons or the caliper if any of the following conditions exist: ^ Scoring in the caliper bores ^ Corrosion in the caliper bores ^ Pitting in the caliper bores ^ Damage to the pistons (phenolic) 14. Clean the brake caliper assembly with denatured alcohol. 15. Dry with filtered, lubricated compressed air. Assembly Procedure 1. Important: When applying the clean brake fluid to the piston bores and pistons, only apply the brake fluid to one bore at a time. This is done to ensure that the brake caliper, seals and pistons DO NOT become contaminated with dirt or other foreign material. Apply a small amount of clean DOT-3 brake fluid to the piston, piston seal, and piston bore. Page 8475 Page 9630 Conversion - English/Metric (Part 1) Page 4424 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Page 3424 Refrigerant: Service and Repair REFRIGERANT RECOVERY AND RECHARGING TOOLS REQUIRED - J 43600 ACR 2000 Air Conditioning Service Center - J 45037 A/C Oil Injector CAUTION: - Avoid breathing the A/C Refrigerant 134a (R-134a) and the lubricant vapor or the mist. Exposure may irritate the eyes, nose, and throat. Work in a well ventilated area. In order to remove R-134a from the A/C system, use service equipment that is certified to meet the requirements of SAE J 2210 (R-134a recycling equipment). If an accidental system discharge occurs, ventilate the work area before continuing service. Additional health and safety information may be obtained from the refrigerant and lubricant manufacturers. - For personal protection, goggles and gloves should be worn and a clean cloth wrapped around fittings, valves, and connections when doing work that includes opening the refrigerant system. If R-134a comes in contact with any part of the body severe frostbite and personal injury can result. The exposed area should be flushed immediately with cold water and prompt medical help should be obtained. NOTE: - R-134a is the only approved refrigerant for use in this vehicle. The use of any other refrigerant may result in poor system performance or component failure. - To avoid system damage use only R-134a dedicated tools when servicing the A/C system. - Use only Polyalkylene Glycol Synthetic Refrigerant Oil (PAG) for internal circulation through the R-134a A/C system and only 525 viscosity mineral oil on fitting threads and O-rings. If lubricants other than those specified are used, compressor failure and/or fitting seizure may result. - R-12 refrigerant and R-134a refrigerant must never be mixed, even in the smallest of amounts, as they are incompatible with each other. If the refrigerants are mixed, compressor failure is likely to occur. Refer to the manufacturer instructions included with the service equipment before servicing. The J 43600 is a complete air conditioning service center for R-134a. The ACR 2000 recovers, recycles, evacuates and recharges A/C refrigerant quickly, accurately and automatically. The unit has a display screen that contains the function controls and displays prompts that will lead the technician through the recover, recycle, evacuate and recharge operations. R-134a is recovered into and charged out of an internal storage vessel. The ACR 2000 automatically replenishes this vessel from an external source tank in order to maintain a constant 5.45-6.82 kg (12-15 lbs) of A/C refrigerant. The ACR 2000 has a built in A/C refrigerant identifier that will test for contamination, prior to recovery and will notify the technician if there are foreign gases present in the A/C system. If foreign gases are present, the ACR 2000 will not recover the refrigerant from the A/C system. The ACR 2000 also features automatic air purge, single pass recycling and an automatic oil drain. Refer to the J 43600 ACR 2000 data for operation and setup instruction. Always recharge the A/C System with the proper amount of R-134a. Refer to Refrigerant System Capacities for the correct amount. Page 5402 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 737 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 5741 Page 9668 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2369 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 4583 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 12374 For vehicles repaired under warranty, use the table. Disclaimer Page 12507 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 8191 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS DIAGNOSTIC FAULT INFORMATION Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle CIRCUIT/SYSTEM DESCRIPTION The control module enables the fuel pump relay when the ignition switch is turned ON. The control module will disable the fuel pump relay within 2 seconds unless the control module detects ignition reference pulses. The control module continues to enable the fuel pump relay as long as ignition reference pulses are detected. The control module disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions. The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter, contained in the fuel sender assembly, and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. CIRCUIT/SYSTEM VERIFICATION IMPORTANT: Inspect the fuel system for damage or external leaks before proceeding. - Verify that adequate fuel is in the fuel tank before proceeding. 1. Turn ON the ignition, with the engine OFF. 2. Command the fuel pump relay ON with a scan tool. - If the fuel pump does not operate, refer to Fuel Pump Electrical Circuit Diagnosis. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 3. Turn OFF the ignition. 4. Turn OFF all accessories. 5. Install a J 34730-1A. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. IMPORTANT: The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. - DO NOT start the engine. 8. Observe the J 34730-1A with the fuel pump commanded ON. The fuel pressure should be 345-414 kPa (50-60 psi). - If the fuel pressure is less than 345 kPa (50 psi), inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. - If the fuel pressure is more than 414 kPa (60 psi), replace the fuel sender assembly. 9. Monitor the J 34730-1A for 1 minute. The fuel pressure should not decrease more than 34 kPa (5 psi). - If the fuel pressure decreases more than 34 kPa (5 psi), continue with Circuit/System Testing. IMPORTANT: The fuel pressure may vary slightly when the fuel pump stops operating. After the fuel pump stops operating, the fuel pressure should stabilize and remain constant. 10. Relieve the fuel pressure to 69 kPa (10 psi). 11. Monitor the J 34730-1A for 5 minutes. The fuel pressure should not decrease more than 14 kPa (2 psi). - If the fuel pressure decreases more than 14 kPa (2 psi), replace the fuel sender assembly. 12. Remove the J 34730-1A. 13. Operate the vehicle within the conditions to reproduce the original symptoms. 14. Monitor the O2 and the Fuel Trim parameters with a scan tool. - If the scan tool parameters indicate a lean condition, inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. Page 674 Page 3997 Installation Procedure 1. Coat the valve lifters using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. 2. Install the valve lifters to the cylinder bores. 3. Apply threadlock GM P/N 12345382 (Canadian P/N 10953489) or equivalent to the valve lifter guide bolt threads. 4. Install the valve lifter guides. 5. Notice: Refer to Fastener Notice. Tighten the valve lifter guide bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 6. Install the valve rocker arms and pushrods. 7. Install the lower intake manifold. Page 5078 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 12746 3. Remove the key from the ignition switch. 4. 0Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. Page 7647 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12174 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1078 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 8908 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 12447 ^ An alignment tab (2) for installing into the adapter and bearing assembly ^ A view of the inside of the connector 7. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 8. Install the connector to the sensor. 9. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A raised rotor flange cuff (5) ^ An alignment mark (4) for installation 10. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 11. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 12. Install the connector to the sensor. 13. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A raised rotor flange cuff (4) ^ An alignment mark (3) for installation 14. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 15. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. Page 867 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1980 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5619 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 4336 9. Install the drive belt tensioner. 10. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Page 11526 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7429 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4581 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 9849 Page 12013 Page 5760 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2726 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 11731 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 2354 Page 4094 Drive Belt: Testing and Inspection Drive Belt Excessive Wear Diagnosis Drive Belt Excessive Wear Diagnosis Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mispositioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is too wide or too narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body component when snapping the throttle. Step 1 - Step 6 Page 134 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 11863 Fuse Block - Underhood C3 (Part 2) Page 1240 Description and Operation Fuel Pump Pickup Filter: Description and Operation FUEL STRAINER The fuel strainer attaches to the lower end of the fuel sender. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Page 9 Campaign - Keyless Entry Transmitter/Module Programming Technical Service Bulletin # 07007C Date: 070215 Campaign - Keyless Entry Transmitter/Module Programming Subject: Service Update for Inventory and Customer Vehicles-Remote Keyless Entry (RKE) Inoperative and Battery Rundown - Expires with Base Warranty # 07007C - (02/15/2007) Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2006-2007 Chevrolet Impala, Monte Carlo 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe 2007 GMC Yukon, Yukon XL 2007 Pontiac Torrent THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED TO ADDRESS VEHICLES WITHOUT A DRIVER INFORMATION CENTER (DIC) AND POWER DOOR LOCKS/WINDOWS, AND A CONDITION WHERE THE ODOMETER DISPLAYS METRIC UNITS INSTEAD OF ENGLISH UNITS. DISCARD ALL COPIES OF BULLETIN 07007AB ISSUED FEBRUARY 2007. TECHNICIAN MAY EXPERIENCE SLOW PERFORMANCE USING THE TIS2 WEB APPLICATION WHEN REPROGRAMMING THE VEHICLE TO CORRECT THE CONDITION TECHNICIANS MAY NOTICE THE SLOWER APPLICATION PERFORMANCE FROM MID-MORNING UNTIL LATE AFTERNOON TO ASSIST IN IMPROVING PERFORMANCE AND REDUCE PROGRAMMING TIME IT IS RECOMMENDED TO COMPLETE THE BULLETIN PROCEDURE ON CUSTOMER VEHICLES FIRST. VEHICLES IN INVENTORY SHOULD BE PROGRAMMED USING OFF PEAK HOURS IF SLOW PERFORMANCE IS EXPERIENCED. This bulletin provides a service procedure for reprogramming the remote control door lock receiver (RCDLR) and the remote keyless entry transmitter (FOB) on certain 2006-2007 Buick Lucerne; 2006-2007 Cadillac DTS; 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX; 2006-2007 Chevrolet Impala, Monte Carlo; 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe; 2007 GMC Yukon, Yukon XL; and 2007 Pontiac Torrent vehicles. On these vehicles, the RKE may become inoperative. Also, for the 2007 Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL vehicles (GMT900 Utility) only, this bulletin provides a service procedure for reprogramming the body control module (BCM). On these vehicles, and under certain conditions such as operating the radio with the engine off the battery can become discharged, preventing engine start-up. This service procedure should be completed as soon as possible on involved vehicles currently in dealer inventory and customer vehicles that return to the dealer for any type of service during the New Vehicle Limited Warranty coverage period. Page 2471 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 6679 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2000 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Antilock Brake System Automated Bleed Procedure Brake Bleeding: Service and Repair Antilock Brake System Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Perform a manual or pressure bleeding procedure. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). If the desired brake pedal height results are not achieved, perform the Automated Bleed Procedure. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the brake pressure modulator valve (BPMV) has been replaced. Automated Bleed Procedure 1. Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. Raise the vehicle on a suitable support. Refer to Lifting and Jacking the Vehicle. 2. Remove all 4 tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. Refer to Brake Fluid Loss or Symptoms - Hydraulic Brakes. Repair or replace as needed. See: Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures/Brake Fluid Loss See: Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures 4. Inspect the battery state of charge. Refer to Battery Inspection/Test. See: Starting and Charging/Testing and Inspection/Component Tests and General Diagnostics/Battery Inspection/Test 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the electronic brake control module (EBCM). Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List - Vehicle and diagnose the appropriate DTC. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 11. When the desired pedal height is achieved, press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. A/C - New PAG Oil Refrigerant Oil: Technical Service Bulletins A/C - New PAG Oil Bulletin No.: 02-01-39-004B Date: November 16, 2005 INFORMATION Subject: New PAG Oil Released Models: 2006 and Prior GM Passenger Cars and Trucks (Including Saturn) 2003-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Built With R-134a Refrigeration System All Air Conditioning Compressor Types (Excluding R4 and A6 Type Compressors) Supercede: This bulletin is being revised to change the PAG oil part number used for R4 and A6 compressors with R-134a refrigerant systems. Please discard Corporate Bulletin Number 02-01-39-004A (Section 01 - HVAC). All General Motors vehicles built with R-134a refrigerant systems shall now be serviced with GM Universal PAG Oil (excluding vehicles equipped with an R4 or A6 compressor). R4 and A6 compressors with R-134a refrigerant systems shall use PAG OIL, GM P/N 12356151 (A/C Delco part number 15-118) (in Canada, use P/N 10953486). Important: The PAG oil referenced in this bulletin is formulated with specific additive packages that meet General Motors specifications and use of another oil may void the A/C systems warranty. Use this new PAG oil when servicing the A/C system on the vehicles listed above. Oil packaged in an 8 oz tube should be installed using A/C Oil Injector, J 45037. Refer to the HVAC Section of Service Information for detailed information on Oil Balancing and Capacities. Disclaimer Page 4076 9. Install the HO2S electrical connector clip (1) to the ignition coil bracket. 10. Install the engine harness clip to the ignition coil bracket. 11. Connect the ignition coil electrical connector (6). 12. Connect the MAP sensor electrical connector (1). Page 2661 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 11266 Brake Hose/Line: Service and Repair Brake Hose Replacement - Rear Brake Hose Replacement - Rear Removal Procedure Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the rear tire and wheel assembly. 3. Clean all dirt and foreign material from the brake hoses and brake pipe fitting. 4. Important: Install a rubber cap or plug to the exposed brake pipe fitting end to prevent brake fluid loss and contamination. Use a backup wrench on the hose fitting, disconnect the brake pipe fitting from the brake hose, then cap or plug the brake pipe fitting end. Do not bend the brake pipe or the bracket. 5. Remove the brake hose retaining clip from the hose mounting bracket. 6. Remove the hose from the bracket. 7. Remove the brake hose to caliper bolt (1) from the brake caliper. 8. Remove the brake hose (2) from the brake caliper. 9. Remove and discard the two copper brake hose gaskets (4). These gaskets may be stuck to the brake caliper and/or the brake hose end. Installation Procedure 1. Important: Install NEW copper brake hose gaskets (4). Assemble the NEW copper brake hose gaskets (4), and the brake hose bolt (1) to the brake hose (2). 2. Notice: Refer to Fastener Notice. Install the brake hose to caliper bolt (1) to the brake caliper. Page 12031 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 576 Electronic Brake Control Module: Locations ABS Component Views LF of the Engine Compartment 1 - Mass Air Flow (MAF) / Intake Air Temperature (IAT) Sensor 2 - Brake Fluid Level Switch 3 Windshield Wiper Motor 4 - Electronic Brake Control Module (EBCM) 5 - A/C Refrigerant Pressure Sensor 6 - Transmission Control Module (TCM) 7 - Engine Control Module (ECM) 8 - G101 9 Inflatable Restraint Front end Sensor - Left Page 12912 7. Notice: The knuckle must be retained after the strut-to-knuckle bolts have been removed. Failure to observe this may cause ball joint and/or wheel drive shaft damage. Remove the strut to knuckle bolts. 8. Remove the strut from the vehicle. Installation Procedure Notice: Care should be taken to avoid chipping or scratching the coating when handling the suspension coil spring. Damage to the coating can cause premature failure. Page 5466 A/T - 4T65E 1-2 Shift Shudder On Light Acceleration Clutch: All Technical Service Bulletins A/T - 4T65E 1-2 Shift Shudder On Light Acceleration TECHNICAL Bulletin No.: 06-07-30-023C Date: October 15, 2009 Subject: 4T65E Transmission 1-2 Shift Shudder at Light to Moderate Acceleration (Replace Complete Second Clutch Assembly) Models: 2001-2004 Buick Regal 2001-2005 Buick Century, LeSabre 2002-2007 Buick Rendezvous 2005-2007 Buick Terraza, LaCrosse, Allure (Canada Only) 2006-2007 Buick Lucerne 2001-2005 Chevrolet Venture 2001-2007 Chevrolet Impala, Monte Carlo 2005-2007 Chevrolet Uplander 2006-2007 Chevrolet Malibu SS, Malibu Maxx SS 2001-2002 Oldsmobile Intrigue 2001-2003 Oldsmobile Aurora 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Bonneville, Montana 2001-2007 Pontiac Grand Prix 2005-2007 Pontiac Montana SV6 2006-2007 Pontiac G6 GTP 2005-2007 Saturn Relay with 4T65E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to update parts information. Please discard Corporate Bulletin Number 06-07-30-023B (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a 1-2 shift shudder at light to moderate acceleration. Typically, the throttle plate angle parameter is 12-20% at time of condition with vehicle speed of approximately 24-40 km/h (15-25 mph). The customer may describe the condition as slip or delayed shift into second. Correction Replace the complete second clutch assembly with service kit, P/N 24240561. Refer to the GM Unit Repair Service Manual for the year and model of the vehicle being serviced for the 2nd Clutch service procedure. Page 1090 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 11054 System. 1. Reprogram the electronic brake control module (EBCM), which may be listed as an ABS module in TIS, with updated software calibration. The new service calibration was released with TIS satellite data update, version 11.0 available October 31, 2005. 2. Relearn the tire pressure monitoring system as necessary. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through December 31, 2006. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service prior to December 31, 2006, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 6101 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9443 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 10534 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6638 Body Control Module (BCM) C4 (Part 2) Specifications Temperature vs Resistance - Engine Coolant Temperature (ECT) Sensor Page 3787 Customer TPMS Information TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 4013 Variable Valve Timing Actuator: Removal and Replacement This article or image reflects the changes called out in TSB#05-06-01-027 Dated 09/16/05 For the following vehicles 2006 Buick Terraza,2006 Chevrolet Impala, Malibu, SS, Malibu Maxx, Monte Carlo, Uplander, 2006 Pontiac G6, Montana SV6 and 2006 Saturn Relay with 3.5 L or 3.9 L ( VIN's N, K, 1 & RPO's LZ4, LZE, And LZ9). Notice: Use only a Torx Plus bit when removing or Installing Camshaft Position Actuator retention fasteners. The Torx Plus(R) design differs from typical Torx(R) fastener. Use of a standard TORX(R) bit on TORX Plus(R) fasteners may result in a rounded out fastener head, incorrect fastener torque or a damaged Torx Plus(R) bit. The Torx Plus(R) bit size is a T30 Camshaft Position Actuator Magnet Replacement Removal Procedure 1. Remove the intake manifold cover. 2. Disconnect the camshaft position actuator magnet electrical connector (2). Page 10410 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 1243 Page 49 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 6095 Page 6497 1. Slide the NEW battery current sensor (1) up onto the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive battery terminal prior to installation. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the positive battery cable. 3. Install the positive and negative battery cable. 4. Connect the I/P harness electrical connector (1) to the battery current sensor. Page 2189 Page 122 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2547 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10897 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 9451 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Muffler Replacement (Dual Outlet) Muffler: Service and Repair Muffler Replacement (Dual Outlet) Muffler Replacement (Dual Outlet) Removal Procedure Important: The muffler is serviced as a complete assembly and cannot be serviced separately. 1. Remove the catalytic converter. 2. Support the exhaust system. 3. With the aid of an assistant, remove the exhaust system from the exhaust hangers. 4. Clean the catalytic converter and the muffler mating surfaces. Installation Procedure 1. With the aid of an assistant, install the muffler to the exhaust hangers. 2. Remove the support from the exhaust system. 3. Install the catalytic converter. Page 10541 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11660 Auxiliary Power Outlet - Front Auxiliary Power Outlet - Front 2 Page 5511 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1890 Passenger Car Zoning PASSENGER CAR ZONING Page 368 For vehicles repaired under warranty use, the table. Disclaimer Page 6597 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 7667 Page 9306 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 6020 Conversion - English/Metric (Part 1) Page 2759 Page 2995 Frame Angle Measurement (Express / Savana Only) ........ Page 2609 Page 3528 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Locations Fluid Pressure Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 8680 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7614 Page 9722 Transmission Fluid Temperature Sensor Connector, Wiring Harness Side Page 6748 Page 2445 Page 7187 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1946 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 871 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 4859 Page 5788 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 5459 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 4681 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7801 Page 5211 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 12712 Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor Centering Steering Wheel Position Sensor Centering Removal Procedure 1. Important: Identify the type of steering wheel position sensor from the illustrations shown BEFORE removing the sensor from the steering column. Once you have identified the steering wheel position sensor, follow the instructions listed in the removal procedure. Verify the type of steering wheel position sensor. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on the right. 3. Important: If reusing the existing sensor, you do not have to align the sensor before removal. Centering is not required when it is time to reinstall. Remove the connector from the sensor. 4. Remove the sensor (1) from the adapter and bearing assembly. 5. To install the sensor, proceed to step 1 in the installation information. 6. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (2) ^ A pin hole (1) for centering the pin. Note the location of the pin hole. ^ A flush rotor flange cuff (4) 7. Important: If reusing the existing sensor, you must make an alignment mark on the rotor flange cuff (3) before removing the sensor. Failure to do so will cause misalignment when installing the sensor. A new sensor will be required if misaligned. Make an alignment mark on the flush rotor flange cuff (3). 8. Remove the connector from the sensor. 9. Remove the sensor from the adapter and bearing assembly. 10. To install the sensor, proceed to step 5 in the installation procedure. Page 2182 Page 5484 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7200 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 12527 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 8002 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6123 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 3851 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 12561 35. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb ft). 36. Connect both stabilizer shaft links to the shaft. Tighten Tighten the stabilizer link nuts to 60 Nm (44 lb ft). 37. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 38. Install the air deflector. 39. Clean power steering fluid from the underbody of the vehicle. 40. Remove the drain pan. 41. Lower the vehicle. 42. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid procedure in SI. Owner Letter Owner Letter Dear General Motors Customer: We have learned that your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo, may have a condition in which the power steering cooler line may leak or split. If this were to occur, you would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Your satisfaction with your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo is very important to us, so we are announcing a program to prevent this condition. What We Will Do: Your GM dealer will replace the power steering cooler line on your vehicle. This service will be performed for you at no charge until February 28, 2013. Page 5551 Page 7084 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 8109 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 11520 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 12227 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6476 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 732 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9530 Page 895 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11658 Auxiliary Power Outlet: Connector Views Auxiliary Power Outlet - Left Auxiliary Power Outlet - Left (With RPO Code 9C1/9C3) Page 8008 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 6278 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8959 Passenger Car Zoning PASSENGER CAR ZONING Page 10500 Locations Pressure Regulating Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 12871 24. Install the connector to the sensor. Page 10875 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2042 Page 13047 Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 9050 Page 8060 Page 11122 8. Using the J8092 (1) and the J45863 (2), install the piston dust seal in the brake caliper. 9. Notice: Refer to Fastener Notice. Install the bleeder valve in the brake caliper housing. Tighten the bleeder valve to 19 Nm (14 ft. lbs.). 10. Install bleeder valve cap. Brake Caliper Overhaul - Rear Brake Caliper Overhaul - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Page 597 Page 2791 Page 9272 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 13045 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 2444 Page 9094 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 740 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5358 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 4927 Page 5921 Page 4326 6. Remove the timing chain tensioner bolts. 7. Remove the timing chain tensioner. Installation Procedure 1. Install the crankshaft sprocket. 2. Apply prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent to the crankshaft sprocket thrust surface. Page 3609 Page 9070 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5557 Page 2038 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 1276 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Specifications Temperature vs Resistance - Intake Air Temperature (IAT) Sensor Page 11558 11. Clip the new RCDLR antenna into place using the existing holes on the "A" pillar. 12. Reinstall the I/P close-out panel. 13. Reconnect the speaker wire. Important Be sure that the end of the old RCDLR antenna is tucked behind the "A" pillar molding. The button on the windshield is no longer functional, however leaving the cover on the button will provide a cleaner look to the vehicle. 14. Reinstall the "A" pillar molding and I/P side closeout panel. DTS 1. Remove the rear seat cushion. 2. Remove the rear seat back. 3. Lower and remove the trunk trim cover to gain access to the underside of the rear package shelf. 4. Remove the rear seat belts. 5. Remove the interior C-pillar trim (sail) panels and package shelf. 6. Remove the RCDLR module and antenna. Tip The existing antenna is grounded into another wiring harness. It will be necessary to pull the existing harness and antenna up near the C-pillar in order to disconnect the antenna from the other wiring harness. Important The new antenna will not be grounded into the other wiring harness. 7. Install a new RCDLR module and antenna. 8. Tape back the harness ground connection. 9. Reinstall the rear package shelf. 10. Reinstall the interior C-pillar trim (sail) panels. 11. Reinstall the rear seat belts. 12. Reinstall the trunk trim cover. 13. Reinstall the rear seat back. 14. Reinstall the rear seat cushion. Lucerne 1. Remove left rear C-pillar trim (sail) panel. 2. Remove the RCDLR antenna and receiver/module (located under the shelf package - accessed through the trunk). Tip The existing antenna is grounded into another wiring harness. It will be necessary to pull the existing harness and antenna up near the C-pillar in order to disconnect the antenna from the other wiring harness. Important The new antenna will not be grounded into the other wiring harness. 3. Reinstall the new antenna and RCDLR receiver/module. 4. Reinstall the C-pillar trim (sail) panel. Important When programming a new or existing RCDLR, the programming instructions in SI must be followed. 2. Reprogram the RCDLR with the latest software update available through TIS2WEB. Important On vehicles equipped with Tire Pressure Monitoring (TPM), the tire type and tire pressures must be selected in the module set-up using the Tech 2(R). If this step is not performed, the RCDLR will not retain the tire pressures after the TPM system is learned. Tip: When selecting the Tire Type/Pressure, choose the appropriate selection on the Tech 2(R) based on psi, not kPa. The vehicle must be driven immediately. Monitor the tire pressures on the DIC and drive the vehicle until dashes no longer appear. - After the learn procedure is complete, be sure to set the tire pressures according to the information on the tire placard. 3. If equipped with Tire Pressure Monitoring System, perform the Tire Pressure Sensor Relearn using the J 46079 following the procedure found in SI. 4. Replace both Remote Keyless Entry transmitters. New transmitters are identified by a star on the back of the transmitter. It is important to verify that the replacement transmitters have a star on the back. 5. Program the transmitters using the procedure listed in SI. Page 12403 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Page 2808 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Park Brake Cable Replacement - Front Parking Brake Cable: Service and Repair Park Brake Cable Replacement - Front Park Brake Cable Replacement - Front Removal Procedure 1. Remove the left side instrument panel insulator. 2. Remove the left side carpet retainers. 3. Remove the lower center pillar trim panel on the left side. 4. Fold back the carpeting in order to gain access to the parking brake cable. 5. Remove the parking brake cable from the cable guides. 6. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 7. Remove the brake cable at the equalizer. 8. Lower the vehicle. 9. Remove the cable button end (1) from the parking brake lever clevis. 10. Remove the front cable (1) from the vehicle. Installation Procedure 1. Install the front cable (1) into the vehicle. 2. Connect the cable to the parking brake lever. 3. Install the cable button (1) in the lever clevis. 4. Install the cable button clip to the lever clevis. 5. Raise and suitably support the vehicle. Refer to Vehicle Lifting. Page 12231 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 8894 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1620 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 1965 1. Coat the threads of the ECT sensor with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. 2. Install the ECT sensor. NOTE: Refer to Fastener Notice. Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Install the intake manifold cover, if necessary. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair Fuel System - Fuel Filler Neck Flapper Door Elimination Fuel Filler Neck: Technical Service Bulletins Fuel System - Fuel Filler Neck Flapper Door Elimination Bulletin No.: 06-06-04-006 Date: January 30, 2006 INFORMATION Subject: Elimination of Fuel Filler Tube Flapper Door Models: 2006 GM Passenger Cars and Light Duty Trucks 2006 HUMMER H2, H3 2006 Saab 9-7X Attention: The flapper door located in the fuel filler neck has been eliminated on the current Buick LaCrosse (Buick Allure, Canada Only) in production. This change will be progressively rolled into the other GM products listed above. Do Not attempt to change the fuel filler tube because the flapper is not present. New Metal Fuel Filler Tubes Without a Flapper Door A revised style of fuel filler tube has changed materials from plastic to metal construction. On plastic fuel filler necks, the metal flapper was included as a safe discharge point for static electricity. With the metal style of fuel filler tube, the entire neck serves as the static discharge point making the flapper redundant. Important: Do Not attempt to change the fuel filler tube because the flapper is not present. Replacement fuel filler tubes will not be equipped with the flapper. Disclaimer Page 1220 Application Table (Part 1) Page 2691 Page 5164 Page 9766 Page 19 Page 2714 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8272 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 127 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2310 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3010 1. Loosen the jam nuts at the rear wheel spindle rod. rear. Page 10868 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5855 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9516 2. Connect the automatic shift lock actuator electrical connector. 3. Install the center console. 4. Connect the negative battery cable. Page 5790 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 6990 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 2299 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 10908 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 7466 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11911 OnStar(R) - Language Change Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Language Change Information Bulletin No.: 05-08-46-009B Date: June 29, 2007 INFORMATION Subject: Language Change for OnStar(R) System (U.S. and Canada Only) Models: 2006-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2006-2008 HUMMER H2, H3 2006-2008 Saab 9-7X with OnStar(R) (RPO UE1) Built After and Including VIN Breakpoints Listed Below (2006 MY Only) Attention: This bulletin only applies to vehicles equipped with OnStar(R) Generation 6.1 or later with a Station Identification (STID) Number in the following range: 16,000,000-17,000,000 or 20,000,000-21,999,999 or 23,500,001-26,000,000 Supercede: This bulletin is being revised to update the service procedure and add a Canadian procedure. Please discard Corporate Bulletin Numbers 05-08-46-009A and 05-08-46-008A (Section 08 - Body and Accessories). Page 4954 Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 7. Inspect for leaks. Page 3643 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4427 Coolant: Fluid Type Specifications ENGINE COOLANT The cooling system in your vehicle is filled with DEX-COOL engine coolant. This coolant is designed to remain in your vehicle for 5 years or 150,000 miles (240 000 km), whichever occurs first, if you add only DEX-COOL extended life coolant. A 50/50 mixture of clean, drinkable water and DEX-COOL coolant will: ^ Give freezing protection down to -34°F (-37°C). ^ Give boiling protection up to 265°F (129°C). ^ Protect against rust and corrosion. ^ Help keep the proper engine temperature. ^ Let the warning lights and gages work as they should. NOTICE: Using coolant other than DEX-COOL may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50 000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX-COOL (silicate-free) coolant in your vehicle. WHAT TO USE Use a mixture of one-half clean, drinkable water and one-half DEX-COOL coolant which won't damage aluminum parts. If you use this coolant mixture, you don't need to add anything else. CAUTION: Adding only plain water to your cooling system can be dangerous. Plain water, or some other liquid such as alcohol, can boil before the proper coolant mixture will. Your vehicle's coolant warning system is set for the proper coolant mixture. With plain water or the wrong mixture, your engine could get too hot but you would not get the overheat warning. Your engine could catch fire and you or others could be burned. Use a 50/50 mixture of clean, drinkable water and DEX-COOL coolant. NOTICE: If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. If you have to add coolant more than four times a year, check your cooling system. NOTICE: If you use the proper coolant, you do not have to add extra inhibitors or additives which claim to improve the system. These can be harmful. Page 423 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 9446 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 12246 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11566 Parts Information Important Refer to the parts catalog using the VIN of the vehicle being serviced to identify the correct part numbers. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 6649 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle before using the symptom tables in order to verify that all of the following are true: - There are no DTCs set. - The control modules can communicate via the serial data links. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections. See: Testing and Inspection/Component Tests and General Diagnostics Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Information Bus/Testing and Inspection/Scan Tool Does Not Power Up - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with Low Speed GMLAN Device - Power Mode Mismatch See: Starting and Charging/Testing and Inspection/Symptom Related Diagnostic Procedures/Power Mode Mismatch - Retained Accessory Power (RAP) Malfunction See: Retained Accessory Power (RAP) Malfunction Retained Accessory Power (RAP) Malfunction RETAINED ACCESSORY POWER (RAP) MALFUNCTION DIAGNOSTIC FAULT INFORMATION Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures CIRCUIT/SYSTEM DESCRIPTION The retained accessory power (RAP) relay is located in the instrument panel (I/P) fuse block. The relay control is from the BCM and the coil ground is from G302. The relay switched output feeds the RAP MISC fuse 10 A and the PWR/WINDW circuit breaker both within the I/P fuse block. The RAP MISC fuse supplies voltage to the shift lock control solenoid, inside rearview mirror, and if equipped the sunroof. DIAGNOSTIC AIDS A short to ground in the accessory voltage circuit should cause an open fuse or circuit breaker causing only part of the RAP functions to be inoperative. An open in the in the either accessory voltage circuit will cause inoperative conditions effecting only part of the RAP functions to be inoperative. A short to voltage on the relay control or relay output circuits would cause the RAP function to remain on past the designated time. An stuck relay switch could cause a RAP always on, or a RAP inoperative condition. CIRCUIT/SYSTEM VERIFICATION Ignition ON, command the RAP relay ON and OFF with a scan tool. The RAP relay should click with each command. If the relay clicks with each command, the control circuit is OK. Page 210 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 2739 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12692 Page 1027 Diagrams Parking Brake Warning Switch: Diagrams Park Brake Switch Park Brake Switch Park Brake Switch Page 1153 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 6475 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5673 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 11237 ^ Damage to the pistons (phenolic) 14. Clean the brake caliper assembly with denatured alcohol. 15. Dry with filtered, lubricated compressed air. Assembly Procedure 1. Important: When applying the clean brake fluid to the piston bores and pistons, only apply the brake fluid to one bore at a time. This is done to ensure that the brake caliper, seals and pistons DO NOT become contaminated with dirt or other foreign material. Apply a small amount of clean DOT-3 brake fluid to the piston, piston seal, and piston bore. 2. Install the piston seal in the brake caliper. 3. Install the dust seal on the piston. Page 11776 Page 6975 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5227 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. A/C Line/Tube Connector Removal/Replacement Hose/Line HVAC: Service and Repair A/C Line/Tube Connector Removal/Replacement A/C LINE/TUBE CONNECTOR REMOVAL/REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant from the A/C system. Refer to Refrigerant Recovery and Recharging. 2. Locate the A/C coupling assembly's locking tab access slots (1). 3. Carefully insert a small flat bladed screwdriver into the first locking tab access slot and gently lift the locking tab to release the lock. Page 13224 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 4701 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 11470 Page 10701 5. If equipped, install the spacer ring (2) into the groove of the halfshaft bar using J 8059. Page 7908 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 4786 Locations Behind The I/P Page 7867 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Page 8934 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8044 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Service and Repair Traction Control Switch: Service and Repair Traction Control Switch Replacement (Impala) Page 8262 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8045 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 703 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9541 Page 4098 Drive Belt: Testing and Inspection Step 1 - Step 10 Drive Belt Excessive Wear Diagnosis Drive Belt Excessive Wear Diagnosis Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mispositioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is too wide or too narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body Page 2976 Power Window Switch: Service and Repair Switch and Bezel Replacement The content of this article/image reflects the changes identified in TSB Bulletin No.: 06-08-64-017 Date: April 05, 2006 SERVICE MANUAL UPDATE Subject: Revised Front Door Switch Bezel Replacement and Front Side Door Window Switch Replacement - Left Side Models: 2006 Chevrolet Monte Carlo Page 5898 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 905 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 13232 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 10823 4. Remove the automatic shift lock actuator from the pivot point (1), the base of the shift lock control and the vehicle. Installation Procedure Page 5479 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 5904 Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel. 3. Disconnect the vehicle speed sensor (VSS) electrical connector. 4. Remove the VSS bolt (9). 5. Remove the VSS (10) from the extension case. 6. Remove the O-ring (11) from the VSS (10). Installation Procedure Page 6126 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2385 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2601 Passenger Car Zoning PASSENGER CAR ZONING Page 7170 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 1151 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 5845 Arrows and Symbols ARROWS AND SYMBOLS Page 1915 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 2728 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8655 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4474 Page 4061 1. Coat the ends of the pushrods using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. 2. Install the pushrods. ^ The intake pushrods are identified with yellow stripes. ^ The exhaust pushrods are identified with blue stripes. 3. Ensure that the pushrods seat in the lifter bore. 4. Coat the rocker arm friction surfaces using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. 5. Important: Shims (88894006) may be required under the valve rocker arm pedestals if reconditioning has been performed on the cylinder head or its components. Install the rocker arms. Notice: Refer to Fastener Notice. 6. Install the rocker arm bolts. Tighten the bolts to 34 Nm (25 ft. lbs.). 7. Install the valve rocker arm covers. Page 7769 4. Slide the fuel level sensor (1) downward and off of the bucket. INSTALLATION PROCEDURE 1. Slide the fuel level sensor (1) onto the bucket and upward. 2. Slide the fuel level sensor upward until the retainer (1) locks. Page 11209 The list shown is of labor operations for brake service. Disclaimer Page 1108 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle before using the symptom tables in order to verify that all of the following are true: - There are no DTCs set. - The control modules can communicate via the serial data links. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections. See: Testing and Inspection/Component Tests and General Diagnostics Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Powertrain Management/Computers and Control Systems/Information Bus/Testing and Inspection/Scan Tool Does Not Power Up - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Powertrain Management/Computers and Control Systems/Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Powertrain Management/Computers and Control Systems/Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with Low Speed GMLAN Device - Power Mode Mismatch See: Starting and Charging/Testing and Inspection/Symptom Related Diagnostic Procedures/Power Mode Mismatch - Retained Accessory Power (RAP) Malfunction See: Retained Accessory Power (RAP) Malfunction Retained Accessory Power (RAP) Malfunction RETAINED ACCESSORY POWER (RAP) MALFUNCTION DIAGNOSTIC FAULT INFORMATION Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures CIRCUIT/SYSTEM DESCRIPTION The retained accessory power (RAP) relay is located in the instrument panel (I/P) fuse block. The relay control is from the BCM and the coil ground is from G302. The relay switched output feeds the RAP MISC fuse 10 A and the PWR/WINDW circuit breaker both within the I/P fuse block. The RAP MISC fuse supplies voltage to the shift lock control solenoid, inside rearview mirror, and if equipped the sunroof. DIAGNOSTIC AIDS A short to ground in the accessory voltage circuit should cause an open fuse or circuit breaker causing only part of the RAP functions to be inoperative. An open in the in the either accessory voltage circuit will cause inoperative conditions effecting only part of the RAP functions to be inoperative. A short to voltage on the relay control or relay output circuits would cause the RAP function to remain on past the designated time. An stuck relay switch could cause a RAP always on, or a RAP inoperative condition. CIRCUIT/SYSTEM VERIFICATION Ignition ON, command the RAP relay ON and OFF with a scan tool. The RAP relay should click with each command. If the relay clicks with each command, the control circuit is OK. Page 12991 Tighten the sensor nut to 7 Nm (62 inch lbs.). 4. Important: Before reinstalling the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting. ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for the outer bead. Install the tire on the wheel. 5. Important: A service replacement tire pressure sensor is shipped in OFF mode. In this mode the sensors unique identification code cannot be learned into the antenna modules memory. The sensor must be taken out of OFF mode by spinning the tire/wheel assembly above 32 km/h (20 mph) in order to close the sensors internal roll switch for at least 10 seconds. Install the tire/wheel assembly on the vehicle. 6. Lower the vehicle. 7. Learn the tire pressure sensors. Refer to Tire Pressure Sensor Learn. Page 13195 Page 6565 Passenger Car Zoning PASSENGER CAR ZONING Page 9977 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 13188 Air Door Actuator / Motor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 13212 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 10922 Page 6570 Page 9233 Page 2092 Arrows and Symbols ARROWS AND SYMBOLS Page 12446 24. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (4) ^ A pin hole (2) for the centering pin-Note the location of the pin hole. ^ An alignment mark (3) on the flush rotor flange cuff (4) for installation ^ A foam ring (1) 25. Remove the connector from the sensor. 26. Remove the sensor from the adapter and bearing assembly. 27. To install the sensor, proceed to step 21 in the installation procedure. Installation Procedure 1. Important: If reusing the existing sensor, no centering of the sensor is required. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on your right. From the technicians point of view, the BACK of the sensor (2) connector will be on your left. 3. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 4. Install the connector to the sensor. 5. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (4) ^ A pin hole (7) for the centering pin-Note the location of the pin hole. ^ A flushed rotor flange cuff (6) ^ An alignment mark (5) for installation 6. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ A foam ring (3) Page 8241 Page 8108 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4241 3. Notice: Refer to Fastener Notice. Install the intake manifold tuning valve seal, valve, and bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 4. Install NEW upper to lower intake manifold gaskets. 5. Install the upper intake manifold onto the lower intake manifold. 6. Apply threadlock GM P/N 12345382 (Canadian P/N 10953489) or equivalent, to the upper intake manifold bolts/stud threads. 7. Install the upper intake manifold bolts and stud. Tighten the bolts and stud to 25 Nm (18 ft. lbs.). 8. Install the intake manifold cover ball stud nut to the intake manifold stud. Tighten the nut to 5 Nm (44 inch lbs.). 9. Install the ignition coil bracket to intake manifold bolts. Tighten the bolts to 25 Nm (18 ft. lbs.). Page 4877 Conversion - English/Metric (Part 1) Page 6167 Page 10556 Page 10041 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 779 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 4578 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5814 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Thermo Element Replacement Transmission Temperature Sensor/Switch: Service and Repair Thermo Element Replacement Thermo Element Replacement ^ Tools Required J 34094-A Thermo Element Height Gage Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. 3. Remove the thermo element pins (120, 123) and the washers. 4. Remove the thermo element (121) and the thermo element plate (122). Installation Procedure 1. Use the J 34094-A to set the middle thermo pin (123). 2. Install the new thermo element plate (122). 3. Install the pin (120) and the washer. 4. Use the J 34094-A to set the height of the pin and the washer furthest from the accumulator. 5. Use the J 34094-A to set the height of the second pin (120) and the washer. 6. Install the thermo element (121) between the two pins (120). The V in the thermo element (121) must contact the thermo element plate (122). 7. Install the oil pan. Page 2768 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Page 9213 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 13255 Air Temperature Actuator - Left (With RPO Code CJ3) Air Temperature Actuator - Right (With RPO Code CJ3) Page 8172 11. Remove the fuel/brake line retainer bolts. 12. Remove the EVAP line from the retainer. 13. Open the fuel/brake line retainer (1). 14. Remove the EVAP line from the retainer. Page 11693 Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: Customer Interest Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 8121 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 2295 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 73 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 807 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9206 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 5100 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 1716 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5789 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Service and Repair Oil Pump Drive Shaft: Service and Repair Oil Pump Drive Replacement Removal Procedure 1. Remove the intake manifold cover. 2. Remove the oil pump drive bolt. 3. Remove the oil pump drive. 4. Remove the oil pump drive seal. Installation Procedure 1. Install the oil pump drive seal. Coat the seal or bore in the engine block with clean engine oil. 2. Apply prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent to the oil pump drive gear. 3. Install the oil pump drive. Page 8135 1. Apply lubricate GM P/N 1051344 (Canadian P/N 993037) to the nose of the valve blade (1). 2. Install the intake manifold tuning valve. NOTE: Refer to Fastener Notice. 3. Install the intake manifold tuning valve bolts. Tighten the bolts to 10 N.m (89 lb in). 4. Install the power steering pump. Page 795 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 10972 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 393 Page 5292 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7322 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9890 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 3705 up, allowing tire air pressure to increase above the threshold causing the light to go off. Properly adjusting all tire air pressures to the recommended levels will correct this (Refer to the Tire and Loading Information Label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". For more detailed information, refer to Corporate Bulletin Number 07-03-16-004C and TPMS Training Course 13044.12T2. Tire Pressure Light At key on, without starting the vehicle: Steady Solid Glowing TPM Indicator If the TPM indicator appears as a steady glowing yellow lamp (as above), the system is functioning properly and you should add air to the tires to correct this condition. Blinking TPM Indicator If the TPM indicator appears as a BLINKING yellow lamp for one minute and then stays on solid, diagnostic service is needed. The Effect of Outside Temperature on Tire Pressures Important: As a rule of thumb, tire pressure will change about 7kPa (1 psi) for every 6°C (10°F) decrease in temperature - Tire pressure will drop when it gets colder outside, and rise when it gets warmer. Under certain situations such as extreme outside temperature changes, the system may bring on a solid light with a check tire pressure message. This should be considered normal and the system is working properly. The light will turn off upon adding the proper amount of air to the tires (refer to the Tire & Loading Information label in the driver's door opening). When properly adjusting tire air pressure, the following steps are important to help optimize the system and prolong bringing a tire pressure light on: ^ Use an accurate, high quality tire pressure gauge. ^ Never set the tire pressure below the specified placard value regardless of tire temperature or ambient temperature. ^ Tire pressure should be set to the specified placard pressure at the lowest seasonal temperature the vehicle will encounter during operation. Page 4035 Engine Block Heater: Service and Repair Coolant Heater Cord Replacement Coolant Heater Cord Replacement (RPO's LZE/LZ4/LZ9) Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Disconnect the engine coolant heater cord (2) from the engine coolant heater. 3. Remove the heater cord clip (3) from the engine block. 4. Lower the vehicle. 5. Remove the heater cord clips (4, 5) from the transaxle. 6. Remove the heater cord clamp from the engine harness. 7. Cut the heater cord tape (1) at the diagonal brace and remove the cord. Installation Procedure Page 11265 1. Important: Install NEW copper brake hose gaskets (3). Assemble the NEW copper brake hose gaskets (3), and the brake hose bolt (4) to the brake hose. 2. Notice: Refer to Fastener Notice. Install the brake hose to caliper bolt to the brake caliper. Tighten the brake hose to brake caliper bolt to 54 Nm (40 ft. lbs.). 3. With the weight of the vehicle on the suspension, install the brake hose into the bracket. There should not be any kinks in the hose. Align the hose fitting with the notch in the bracket. Use the hose paint stripe as a visual aid. 4. Install the retainer onto the hose fitting at the bracket. 5. Remove the rubber cap or plug from the exposed brake pipe fitting end. 6. Connect the brake pipe fitting to the brake hose: ^ Use a backup wrench on the hose fitting. ^ Do not bend the bracket or pipe. Tighten the brake pipe fitting to 18 Nm (13 ft. lbs.). 7. Install the front tire and wheel assembly. 8. Ensure that the hose does not make contact with any part of the suspension. Check the hose in extreme right and extreme left turn conditions. If the hose makes contact, remove the hose and correct the condition. 9. Bleed the hydraulic brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 10. Lower the vehicle. Page 9223 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The ECM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 3263 7. Remove the left side transmission mount lower nuts from the frame. 8. Remove the right side engine mount lower nuts from the frame. 9. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 10. Support the rear of the frame (cradle) using an adjustable jackstand. 11. Remove the rear frame bolts from the frame. Caution To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 12. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 2563 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1052 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5312 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 4270 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Page 11584 Page 7496 Application Table (Part 1) Diagram Information and Instructions Alternator: Diagram Information and Instructions Electrical Symbols Page 7379 Body Control Module: Description and Operation Power Mode POWER MODE DESCRIPTION AND OPERATION SERIAL DATA POWER MODE MASTER Power to many of this vehicles circuits is controlled by the module that is designated the power mode master (PMM). This vehicles PMM is the body control module (BCM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination of the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. The PMM determines which power mode (Run, Accessory, Crank, Retained Accessory Power, or Off) is required, and reports this information to other modules via serial data. Modules which have switched voltage inputs may operate in a default mode if the PMM serial data message does not match what the individual module can see from its own connections. The PMM receives 3 ignition switch signals to identify the operators desired power mode. The 3-wire Ignition Switch table illustrates the state of these inputs in correspondence to the ignition switch position: Relay Controlled Power Mode The body control module (BCM) uses the discrete ignition switch inputs Off/Run/Crank, Accessory, and Ignition 1, to distinguish the correct power mode. The BCM, after determining the desired power mode, will activate the appropriate relays for that power mode. Fail-Safe Operation Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the power mode master (PMM) fail to send a power mode message. The fail-safe plan covers those modules, using exclusively serial data control of power mode, as well as those modules with discrete ignition signal inputs. Serial Data Messages The modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid PMM message until they can check for the engine run flag status on the serial data circuits. If the PMM fails, the modules monitor the serial data circuit for the engine run flag serial data. If the engine run flag serial data is True, indicating that the engine is running, the modules fail-safe to RUN. In this state, the modules and their subsystems can support all operator requirements. If the engine run flag serial data is False, indicating that the engine is not running, the modules fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both discrete signal inputs and serial data inputs from other modules on the vehicle. Discrete Ignition Signals Those modules that have discrete ignition signal inputs from the body control module (BCM), also remain in the state dictated by the last valid PMM message received on the serial data circuits. They then check the state of their discrete ignition input to determine the current valid state. If the discrete ignition input is active, battery positive voltage, the modules will fail-safe to the RUN power mode. If the discrete ignition input is not active, open or 0 volts, the modules will fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle. BCM Awake/Sleep States The body control module (BCM) is able to control or perform all of the BCM functions in the awake up state. The BCM enters the sleep state when active control or monitoring of system functions has stopped and a time limit has passed. The BCM must detect certain wake-up inputs before entering the awake state. The BCM monitors for these inputs during the sleep state. The BCM will enter the awake state if any of the following wake-up inputs are detected: Activity on the serial data line - Detection of a battery disconnect and reconnect condition - Any door is opened. - Headlamps are ON. - Key-in-ignition switch Page 10322 11. Notice: Refer to Do Not Overfill the Transmission Notice in Service Precautions. Check and fill the transaxle fluid as necessary. 12. Inspect for fluid leaks. Page 862 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9301 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 7172 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9834 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 10091 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 12067 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 3573 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 9156 Arrows and Symbols ARROWS AND SYMBOLS Page 4436 Important Before installing the new gaskets, make sure that the mating surfaces on the crossover manifold and cylinder head are completely clean and that NO OIL or OIL RESIDUE exists. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 12183 Fuse Block - Underhood - Top View Page 11960 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 5413 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 10533 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 11653 Page 4806 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 5055 ABS - Improved Performance/Reprogram EBCM Electronic Brake Control Module: All Technical Service Bulletins ABS - Improved Performance/Reprogram EBCM Bulletin No.: 05-05-25-011 Date: October 31, 2005 TECHNICAL Subject: Brake System (ABS) Performance (Reprogram Electronic Brake Control Module (EBCM)) Models: 2006 Chevrolet Impala, Monte Carlo with Antilock Brake System (RPO JL9) and 18 Inch or 17 Inch Wheel Condition An improved brake module calibration has been released that can reduce minimum stopping distances. It is not expected that customers will experience any concern with their vehicle's braking performance. Information provided in this bulletin is provided to notify dealers of an available product improvement. Correction To enhance the antilock brake performance, technicians are to reprogram the electronic brake control module with an updated software calibration. These new service calibrations were released with TIS satellite data update version 11.0 available October 31, 2005. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Testing and Inspection Brake Caliper: Testing and Inspection Brake Caliper Inspection 1. Inspect the brake caliper housing (1) for cracks, excess wear, and/or damage. If any of these conditions are present, the brake caliper requires replacement. 2. Inspect the caliper piston dust boot seal (2) for cracks, tears, cuts, deterioration and/or improper seating in the caliper body. If any of these conditions are present, the brake caliper requires overhaul or replacement. 3. Inspect for brake fluid leakage around the caliper piston dust boot seal (2) and on the disc brake pads. If there is any evidence of brake fluid leakage, the brake caliper requires overhaul or replacement. 4. Inspect for smooth and complete travel of the caliper pistons into the caliper bores: The movement of the caliper pistons into the caliper bores should be smooth and even. If the caliper piston is frozen or difficult to bottom, the caliper requires overhaul or replacement. ^ For single piston caliper applications, insert a discarded inner brake pad (2) or block of wood in front of the piston. Using a large C-clamp (1) installed over the body of the caliper (3) and against the brake pad or block of wood, slowly bottom the piston in the bore. ^ For dual piston caliper applications, insert a discarded inner brake pad (2) or block of wood in front of the pistons. Using 2 large C-clamps (1) installed over the body of the caliper (3) and against the brake pad or block of wood, slowly bottom the pistons evenly into the bores. A/T - 4T65-E Launch Shudder/Low Power After 1-2 Shift Clutch: Customer Interest A/T - 4T65-E Launch Shudder/Low Power After 1-2 Shift Bulletin No.: 06-07-30-018 Date: August 17, 2006 TECHNICAL Subject: 4T65-E Launch Shudder on Acceleration, Lack of Power After 1-2 Upshift (Inspect and Replace 4th Clutch Piston and Friction Plates) Models: 2006 Buick Allure (Canada Only), LaCrosse, Lucerne, Rendezvous, Terraza 2006 Chevrolet Impala, Malibu SS, Malibu Maxx SS, Monte Carlo, Uplander 2006 Pontiac Grand Prix, Montana SV6, G6 GTP 2006 Saturn Relay with 4T65-E Automatic Transmission (RPOs MN7, M15, M76) Condition Some customers may comment on a low speed shudder upon acceleration, usually in the 0-32 km/h (0-20 mph) range. The customer may also comment on lack of power after a 1-2 gear upshift. Cause The cause of this condition may be due to a binding 4th clutch piston. Correction Inspect the 4th clutch piston, the seals and fiber plates. The plates may show signs of excessive heat in the center of the plate. The fiber plates may also show signs of heat in the adjacent area. Normal plates are heat treated and have a slightly dark appearance. Replace the 4th clutch piston, seals and fiber plates as necessary. Refer to the Transmission/Transaxle section of SI. Parts Information Warranty Information Page 6136 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11521 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 6112 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 736 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 11754 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5368 Page 2097 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 9440 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 12567 Parts Information Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product claim with the information shown. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Page 8082 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8838 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 627 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11927 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 2035 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 4124 Tighten the nuts to 10 Nm (89 ft. lbs.). 7. Install the engine mount strut. 8. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Page 1992 Conversion - English/Metric (Part 1) Page 12559 Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 23. Move the other clip to the front of the cradle and replace with glued isolator (2). Note The hole should be drilled using a 7/32 in drill bit and is located 402mm (15-13/16 in) from the weld and 19mm (3/4 in) from the top of the cradle. The z-bracket should be riveted to the cradle using P/N 10125439 (instruction sheet may show P/N 11516301, but it may not be available). 24. Drill a hole in the cradle through the z-bracket. Note The hole should be drilled using 1/4 in drill bit and is located 40mm (1-9/16 in) from the weld and 16mm (5/8 in) from the top of the cradle. 25. Drill to fit clip in front of cradle (3). 26. Remove the cardboard protector from fin cooler. 27. Install the right side engine mount and bracket to the vehicle. 28. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb ft). 29. Raise the rear of the frame (cradle) using an adjustable jackstand. Page 3438 If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, perform the following steps: 1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection. See: Brakes and Traction Control/Hydraulic System/Testing and Inspection/Component Tests and General Diagnostics/Brake System External Leak Inspection 2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. 23. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. See: Brakes and Traction Control/Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures Pressure Hydraulic Brake System Bleeding (Pressure) Tools Required ^ J29532 Diaphragm Type Brake Pressure Bleeder, or equivalent ^ J35589-A Brake Pressure Bleeder Adapter Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap is necessary, clean the outside of the reservoir on and around the cap prior to removal. 2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 4. Reconnect the brake pipe to the master cylinder port and tighten securely. 5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J35589-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J29532, or equivalent. Add Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J29532, or equivalent, to the J35589-A. 8. Charge the J29532, or equivalent, air tank to 175 - 205 kPa (25 - 30 psi). 9. Open the J29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder, then tighten the bleeder valve. 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuit - Page 5576 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2331 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 9110 Crankshaft Position (CKP) Sensor Page 734 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7984 Page 8297 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10074 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5225 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9773 Procedures Variable Valve Timing Actuator: Procedures INTAKE MANIFOLD TUNING VALVE REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the intake manifold tuning valve electrical connector. 3. Remove the engine harness clip from the engine bracket. 4. Remove the power steering pump. 5. Remove the intake manifold tuning valve bolts. 6. Remove the intake manifold tuning valve. INSTALLATION PROCEDURE Page 9480 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 11736 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 6943 Page 5398 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6030 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 2783 1. Fuse Block - Underhood 2. Generator 3. Brake Fluid Reservoir 4. Battery 5. Inflatable Restraint Front End Sensor - Right 6. G100 7. Horn Assembly 8. Windshield Washer Fluid Container 9. Windshield Washer Fluid Level Switch 10. Windshield Washer Fluid Pump 11. Battery Current Sensor 12. G102 Page 1534 Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the left side instrument panel insulator. 2. Remove the left carpet retainers. 3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove the parking brake indicator switch (1). Installation Procedure 1. Install the parking brake indicator switch (1). 2. Install the mounting screw. ^ Tighten the mounting screw to 3 N.m (26 lb in). Notice: Refer to Fastener Notice in Cautions and Notices. 3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the left carpet retainers. 5. Install the left side instrument panel insulator. Page 2252 INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is use on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burns away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with the anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the catalytic converter. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (3). 4. Install the CPA retainer (1). Page 11593 Page 7315 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 1817 Conversion - English/Metric (Part 1) Page 8251 Page 2298 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 9414 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1864 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7343 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 788 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8836 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11766 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2028 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10034 Page 8990 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 11242 Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the front brake pads. 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure 1. Important: To ensure that the proper clamp load will be present when installed. It is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER, GM P/N 12345493 (Canadian P/N 10953488) or equivalent, to the threads of the brake caliper bracket bolts (2). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bracket (1) with the bracket bolts (2). Tighten the caliper bracket bolts to 180 Nm (133 ft. lbs.). 4. Install the front brake pads. 5. Install the caliper. Brake Caliper Bracket Replacement - Rear Brake Caliper Bracket Replacement - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the rear brake pads. Page 1247 Page 760 Page 12790 8. Remove the race and upper shaft assembly with J 41688. 9. Rotate the race and upper shaft assembly 90 degrees from J 41688 and remove with the race and upper shaft assembly. 10. Lubricate the centering sphere with GM P/N 12345718 (Canadian P/N 10953516). 11. Install the lower shaft assembly to the race and upper shaft assembly. 12. Install the steering shaft assembly (2) into the steering column tilt head assembly (1). Page 3749 Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Replacement Tire Pressure Sensor Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting. ^ Place the sensors cap and valve on a dry clean surface after removal; the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ When separating the tire bead from the wheel, position the bead breaking fixture 90 degrees from the valve stem. ^ Position the mounting/dismounting head so the tire iron, or pry bar, can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the tire pressure sensor. Installation Procedure 1. Clean any dirt or debris from the grommet sealing area. 2. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 3. Notice: Refer to Component Fastener Tightening Notice in Service Precautions. Install the sensor nut and position the sensor body parallel to the inside wheel surface while tightening. Page 10862 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2555 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of A/T Control - DTC P0756 Diagnostic Tips Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 11495 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 6815 Page 1040 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Junction Block Replacement - Accessory Wiring Relay Box: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 3511 Page 2425 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 1142 Page 7906 Conversion - English/Metric (Part 1) Page 1823 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Page 4219 Engine Oil Pressure: Testing and Inspection Oil Pressure Diagnosis and Testing Low or No Oil Pressure The following conditions may cause low or no oil pressure: ^ Low oil level Fill to the full mark on the oil level indicator. ^ Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch. ^ Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge. ^ Improper oil viscosity or diluted oil Install oil of proper viscosity for expected temperature. - Install new oil if the oil is diluted. ^ A worn or dirty oil pump Clean or replace the oil pump. ^ A plugged oil filter Replace the oil filter. ^ A loose or plugged oil pickup screen Replace the oil pickup screen. ^ A hole in the oil pickup tube Replace the oil pickup tube. ^ Excessive rod, main, or cam bearing clearance Replace the bearings. ^ Cracked, porous, or plugged oil gallery Repair or replace the engine block. ^ Missing or improperly installed gallery plugs Install or repair the plugs as needed. ^ A stuck pressure regulator valve Inspect the pressure regulator valve for sticking in the bore. - Inspect the bore for scoring and burrs. ^ A worn or poorly machined camshaft Replace the camshaft. ^ Worn valve guides Repair the valve guides as needed. Oil Pressure Testing Tools Required ^ J-21867-6 Oil Pressure Adapter Fitting ^ J25087-C Oil Pressure Tester If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the oil filter. 4. Assemble the plunger valve in the large hole of the J25087-C base. Insert the hose in the small hole of the J25087-C base. Connect the gauge to the end of the hose. 5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6. Install the J25087-C and J-21867-6 on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating temperature before inspecting the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using 5W-30 engine oil. 9. If adequate oil pressure is indicated, test the oil pressure switch. 10. If a low reading is indicated, press the valve on the tester base in order to isolate the oil pump and/or its components from the lubricating system. An adequate reading at this time indicates a good pump and the previous low pressure was due to worn bearings, etc. A low reading while pressing the valve indicates a faulty pump. Steering/Suspension - Wheel Alignment Specifications Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 7178 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10637 Left Side Control Valve Body Assembly Page 7209 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 3000 Wheel Alignment Specifications Page 9814 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5293 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9295 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7665 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 12052 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9511 Shift Interlock Solenoid: Diagrams Automatic Transmission Shift Lock Control Connector End Views A/T Shift Lock Control Solenoid Assembly Page 12468 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 5018 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 7059 Page 5440 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 10950 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8294 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 1940 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10606 Transmission Temperature Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 11730 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Locations Pressure Regulating Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 2245 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8171 7. Remove the fuel/brake line retainer bolt. 8. Remove the EVAP line from the retainer. 9. Remove the fuel/brake line push in retainer from the underbody. 10. Remove the EVAP line from the retainer. Page 887 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 11232 Brake Caliper: Service and Repair Brake Caliper Bracket Replacement - Front Brake Caliper Bracket Replacement - Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the front brake pads. 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure 1. Important: To ensure that the proper clamp load will be present when installed. It is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER, GM P/N 12345493 (Canadian P/N 10953488) or equivalent, to the threads of the brake caliper bracket bolts (2). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bracket (1) with the bracket bolts (2). Tighten the caliper bracket bolts to 180 Nm (133 ft. lbs.). 4. Install the front brake pads. 5. Install the caliper. Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 11857 Fuse Block - Underhood C1 (Part 2) Electrical - Intermittent MIL/DTC P2138/Reduced Power Wiring Harness: All Technical Service Bulletins Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Page 4914 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5169 Diagrams Engine Oil Level Switch Page 12281 Fuse Block - I/P C1 (Part 2) Page 7992 Conversion - English/Metric (Part 1) Page 4703 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 9811 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 7994 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 12230 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2011 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7756 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8930 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8445 6. Perform the Fuel Injector Balance Test with Special Tool or the Fuel Injector Balance Test with Tech 2. Fuel Injector Balance Test with Special Tool 1. Set the amperage supply selector switch on the fuel injector tester to the Balance Test 0.5-2.5 amp position. 2. Connect the J 39021, the J 39021-210, and the J-39021-450 to the fuel injector multi-way connector. 3. Command the fuel pump relay ON and then OFF with a scan tool. 4. Record the fuel pressure indicated by the fuel pressure gage after the fuel pressure stabilizes. This is the first pressure reading. 5. Energize the fuel injector by depressing the Push to Start Test button on the fuel injector tester. IMPORTANT: The fuel pressure may rise after the fuel injector stops pulsing. Record the fuel pressure value immediately after the fuel injector stops pulsing. DO NOT record the higher fuel pressure value. 6. Record the fuel pressure indicated by the fuel pressure gage after the fuel injector has stopped pulsing. This is the second pressure reading. 7. Repeat steps 2-6 for each fuel injector. 8. Perform the Pressure Drop Calculation. Fuel Injector Balance Test with Tech 2 1. With a scan tool, select the Fuel Injector Balance Test function within the Special Functions menu. 2. Select an injector to be tested. 3. Press Enter to prime the fuel system. 4. Record the fuel pressure indicated by the fuel pressure gage after the fuel pressure stabilizes. This is the first pressure reading. 5. Energize the fuel injector by depressing the Pulse Injector button on the scan tool. This will energize the injector and decrease the fuel pressure. IMPORTANT: Record the fuel pressure value immediately after the fuel injector stops pulsing. The fuel pressure may rise after the fuel injector stops pulsing. DO NOT record the higher fuel pressure value. 6. Record the fuel pressure indicated by the fuel pressure gage after the fuel injector has stopped pulsing. This is the second pressure reading. 7. Press Enter again to bring you back to the Select Injector screen. 8. Repeat steps 2-7 for each fuel injector. 9. Perform the Pressure Drop Calculation. Pressure Drop Calculation 1. Subtract the second pressure reading from the first pressure reading for one fuel injector. The result is the pressure drop value. 2. Obtain a pressure drop value for each fuel injector. 3. Add all of the individual pressure drop values. This is the total pressure drop. 4. Divide the total pressure drop by the number of fuel injectors. This is the average pressure drop. The difference between any individual pressure drop and the average pressure drop should not be more than 20 kPa (3 psi). If the difference between any individual pressure drop and the average pressure drop is more than 20 kPa (3 psi), replace the fuel injector. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Diagnostic Repair Verification Page 9914 Page 4150 Install the oil level indicator tube bracket bolt. Tighten the bolt to 25 Nm (18 ft. lbs.). 4. Install the oil level indicator. A/T - 4T65E 1-2 Shift Shudder On Light Acceleration Clutch: Customer Interest A/T - 4T65E 1-2 Shift Shudder On Light Acceleration TECHNICAL Bulletin No.: 06-07-30-023C Date: October 15, 2009 Subject: 4T65E Transmission 1-2 Shift Shudder at Light to Moderate Acceleration (Replace Complete Second Clutch Assembly) Models: 2001-2004 Buick Regal 2001-2005 Buick Century, LeSabre 2002-2007 Buick Rendezvous 2005-2007 Buick Terraza, LaCrosse, Allure (Canada Only) 2006-2007 Buick Lucerne 2001-2005 Chevrolet Venture 2001-2007 Chevrolet Impala, Monte Carlo 2005-2007 Chevrolet Uplander 2006-2007 Chevrolet Malibu SS, Malibu Maxx SS 2001-2002 Oldsmobile Intrigue 2001-2003 Oldsmobile Aurora 2001-2004 Oldsmobile Silhouette 2001-2005 Pontiac Aztek, Bonneville, Montana 2001-2007 Pontiac Grand Prix 2005-2007 Pontiac Montana SV6 2006-2007 Pontiac G6 GTP 2005-2007 Saturn Relay with 4T65E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to update parts information. Please discard Corporate Bulletin Number 06-07-30-023B (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a 1-2 shift shudder at light to moderate acceleration. Typically, the throttle plate angle parameter is 12-20% at time of condition with vehicle speed of approximately 24-40 km/h (15-25 mph). The customer may describe the condition as slip or delayed shift into second. Correction Replace the complete second clutch assembly with service kit, P/N 24240561. Refer to the GM Unit Repair Service Manual for the year and model of the vehicle being serviced for the 2nd Clutch service procedure. Page 11750 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1302 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 687 Arrows and Symbols ARROWS AND SYMBOLS Specifications Temperature vs Resistance - Engine Coolant Temperature (ECT) Sensor Page 8022 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2288 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10103 Page 8924 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Electrical Symbols Page 8956 Page 12245 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 6298 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 12270 Fuse Block - Underhood C1 (Part 3) Page 1870 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 5925 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 10479 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Page 3563 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6188 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7421 Page 7216 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8970 Page 2432 Page 3641 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 80 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8793 Page 682 Page 9884 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4838 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2624 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10840 Page 10929 Page 5023 Disclaimer Page 5234 Page 11524 Page 11068 Electronic Brake Control Module (EBCM) Page 6184 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9067 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 3012 Alignment: Service and Repair Trim Height Inspection Trim Height Inspection Procedure Trim Height Measurements Trim height is a predetermined measurement relating to vehicle ride height. Incorrect trim heights can cause bottoming out over bumps, damage to the suspension components, and symptoms similar to wheel alignment problems. Check the trim heights when diagnosing suspension concerns and before checking the wheel alignment. Perform the following before measuring the trim heights: 1. Set the tire pressures to the pressure shown on the certification label. 2. Check the fuel level. Add additional weight if necessary to simulate a full tank. 3. Make sure the rear compartment is empty except for the spare tire. 4. Make sure the vehicle is on a level surface, such as an alignment rack. 5. Close the doors. 6. Close the hood. 7. All dimensions are measured vertical to the ground. Trim heights should be within 13 mm (0.5 inch) to be considered correct. Z Height Measurement The Z height dimension measurement determines the proper ride height for the front end of the vehicle. There is no adjustment procedure. Repair may require replacement of suspension components. 1. Lift the front bumper of the vehicle up about 38 mm (1.5 inch). 2. Gently remove your hands. Let the vehicle settle. 3. Repeat this operation for a total of 3 times. Measuring the Z Dimension 4. Measure from the pivot bolt center line down to the lower corner of the lower ball joint in order to obtain the Z height measurement. 5. Push the front bumper of the vehicle down about 38 mm (1.5 inch). 6. Gently remove your hands. 7. Allow the vehicle to settle into position. 8. Repeat the jouncing operation 2 more times for a total of 3 times. 9. Measure the Z dimension. 10. The true Z height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. D Height Measurement The D height dimension measurement determines the proper rear end ride height. There is no adjustment procedure. Repair may require replacement of suspension components. 1. With the vehicle on a flat surface, lift upward on the rear bumper 38 mm (1.5 inch). 2. Gently remove your hands. Allow the vehicle to settle into position. 3. Repeat the jouncing operation 2 more times for a total of 3 times. Steering - Snap/Pop Noise When Turning Steering Wheel Tie Rod Boot: Customer Interest Steering - Snap/Pop Noise When Turning Steering Wheel Bulletin No.: 06-02-32-005 Date: May 03, 2006 TECHNICAL Subject: Snap/Pop Type Noise During Steering Wheel Rotation (Replace Inner Tie Rod Boot) Models Condition Some customers may comment about a snap or pop type noise coming from the front of the vehicle. This noise usually occurs during steering wheel rotation. Cause The cause of this condition may be due to the inner tie rod boot collapsing unevenly, allowing for contact between the inner tie rod and the boot. This condition is sometimes referred to as "snaking." Diagnosis If unsure the noise is coming from the inner tie rod boot(s), have an assistant rotate the steering wheel from lock to lock with the engine off. Place your fingertips on the inner tie rod boot. If the boot is contacting the inner tie rod, that contact will be transmitted to your fingertips. Correction Page 1680 Page 12829 1. Install the outer tie rod assembly (3) to the inner tie rod assembly (1). Do NOT tighten the jam nut (2). Page 8786 Page 4597 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6296 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 9261 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 4848 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8502 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 5985 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7709 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6248 Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Case Replacement Ignition Lock Cylinder Case Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the ignition lock cylinder. 3. Remove the ignition switch. 4. Remove the steering column tilt head components. 5. Remove the turn signal switch housing. 6. Remove the turn signal and multifunction switch assembly only. Page 2415 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8900 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6831 Page 11529 Alternator: Service and Repair GENERATOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the drive belt. 3. Reposition the protective boot (2) from the generator output BAT terminal. 4. Remove the generator output BAT terminal nut (5). 5. Remove the engine harness terminal (4) from the generator. 6. Disconnect the generator electrical connector (3). 7. Remove the generator bolt and stud. Page 874 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 198 Page 4239 26. Remove the MAP sensor bracket/upper intake manifold bolts. 27. Remove the MAP sensor bracket and sensor. 28. Remove the ignition coil bracket to intake manifold bolts. 29. Remove the intake manifold cover ball stud nut from the intake manifold stud. 30. Remove the upper intake manifold bolts and stud. 31. Separate and remove the upper intake manifold from the lower intake manifold. 32. Remove the upper to lower intake manifold gaskets. Page 12275 Fuse Block - Underhood C3 (Part 2) Page 2840 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 11124 Installation Procedure 1. Lubricate the new piston seal (4) with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Apply a thin coat of Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667) or equivalent, DOT-3 brake fluid from a clean, sealed brake fluid container onto the outer surface area of the caliper piston (3). 4. Install the bottom half of the caliper piston (2) into the caliper bore. 5. Install the new piston dust boot seal (1) over the caliper piston (2). 6. Compress the caliper piston (2) to the bottom of the caliper bore. 7. Fully seat the piston dust boot seal (1) into caliper counterbore. 8. Install the retaining ring that secures the dust boot to the caliper housing. 9. Install the bleeder valve and cap to the caliper and tighten the valve securely. 10. Install the rear brake caliper to the vehicle. Brake Caliper Bracket Replacement - Front Brake Caliper Bracket Replacement - Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Page 11840 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6019 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2102 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9894 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 11559 Parts Information Important Refer to the parts catalog using the VIN of the vehicle being serviced to identify the correct part numbers. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 1574 4. Remove the engine oil pressure sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil pressure sensor. Tighten the sensor to 16 Nm (12 ft. lbs.). Page 6410 Page 12737 13. Remove the LF door trim panel (2). 14. Remove the CPA (3) from the SIS - left connector (4). 15. Remove the SIS - left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS - left, go to step 3. To enable the seat belt retractor pretensioner - LF, go to step 5. 3. Install the SIS - left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS - left connector (4). 5. Install the LF door trim panel (2). Page 9875 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 60 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1564 2. Connect the engine oil level sensor electrical connector. 3. Lower the vehicle. 4. Refill the crankcase with new engine oil. Page 6191 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9542 Page 5953 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 5936 Arrows and Symbols ARROWS AND SYMBOLS Ignition Lock Cylinder Replacement Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Replacement Ignition Lock Cylinder Replacement Page 7106 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 1132 Page 8418 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 11761 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8992 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 1360 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 4903 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2408 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6891 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2107 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 804 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10548 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1935 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 6062 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9053 Locations Behind The I/P Adjustments Parking Lock Cable: Adjustments Park Lock Cable Adjustment Park Lock Cable Adjustment 1. Place the shift lever in the PARK position. 2. Place the ignition key in the LOCK position. 3. Ensure the shift lever cannot move to another position. The ignition key should be removable from the ignition lock cylinder. 4. Place the ignition key in the RUN position. 5. Place the shift lever in the NEUTRAL position. 6. Ensure that the ignition key cannot turn to the LOCK position. 7. The system is properly adjusted if the above conditions are met. Proceed to step 13. 8. If the above conditions are not met proceed with the adjustment procedure. 9. Pull the cable connector lock back to the UP position. 10. Adjust the cable connector as outlined. 1 Push the cable connector nose forward to remove the slack. 2 Push the cable connector lock button down. 11. Check the operation. 12. If the ignition key cannot be removed in the PARK position, then pull the connector lock button to the UP position. 13. Move the cable connector nose rearward until the key can be removed from the ignition. 14. Push the lock button down. 15. Install the cable into the clips to provide the correct routing. Page 1810 Page 4843 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6600 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9848 Page 4814 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 12222 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5279 Page 9412 Page 2838 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2581 Page 7303 Page 9860 Page 7347 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2860 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9589 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 4472 Page 3095 3. Install the drive belt around the tensioner pulley. 4. Release the drive belt tensioner. 5. Install the intake manifold cover. 6. Install the air cleaner. Page 11710 Rear Suspension Wheel Bearing: Service and Repair Rear Suspension Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Important: The wheel bearing in the rear wheel hub is integrated into one unit. The hub is non-serviceable. If the hub and/or bearing is damaged, replace the complete hub and bearing assembly. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tires and wheels. 3. Remove the brake rotor. Rear Wheel Speed Sensors 4. Remove the ABS electrical connector from the wheel speed sensor (1), if equipped. 5. Remove the park brake cable from the park brake actuator. 6. Remove the mounting bolts from the rear bearing/hub. 7. Remove the wheel bearing/hub and park brake assembly from the knuckle. 8. Remove the park brake actuator from the rear wheel bearing/hub. Installation Procedure 1. Install the park brake actuator to the rear wheel bearing/hub. Page 8977 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Specifications Transmission Fluid Temperature (TFT) Sensor Specifications Page 10046 Page 6204 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 3903 Disclaimer Page 12713 11. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note the location of the pin hole. 12. Remove the connector from the sensor. 13. Remove the sensor from the adapter and bearing assembly. 14. To install the sensor, proceed to step 9 in the installation procedure. 15. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note location of the pin hole. ^ A sensor clip in FRONT of the sensor 16. Remove the connector from the sensor. 17. Remove the sensor clip from the sensor. 18. Remove the sensor from the adapter and bearing assembly. 19. To install the sensor, proceed to step 13 in the installation procedure. 20. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (3) ^ A pin hole (1) for the centering pin. Note the location of the pin hole. ^ An alignment mark (2) on the flush rotor flange cuff (3) for installation 21. Remove the connector from the sensor. 22. Remove the sensor from the adapter and bearing assembly. 23. To install the sensor, proceed to step 17 in the installation procedure. Page 4327 3. Install the timing chain tensioner. Notice: Refer to Fastener Notice. 4. Install the timing chain tensioner bolts. Tighten the bolts 21 Nm (15 ft. lbs.). 5. Using the EN-47719, fully collapse the tensioner, and place the tensioner retaining pin into the retaining hole (1). Page 16 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 1804 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6231 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8892 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8507 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 3432 Refrigerant Oil: Service and Repair A/C REFRIGERANT SYSTEM OIL CHARGE REPLENISHING If oil was removed from the A/C system during the recovery process or due to component replacement, the oil must be replenished. Oil can be injected into a charged system using J 45037. For the proper quantities of oil to add to the A/C refrigerant system, refer to Refrigerant System Capacities. Page 7750 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 5844 Page 5981 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 8238 Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Page 8964 Page 5147 Body Control Module: Service and Repair BODY CONTROL MODULE REPLACEMENT Page 12322 Fuse Block - Underhood - Bottom View Page 2512 Page 4792 Page 7736 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3649 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10790 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the transaxle wiring harness. 3. Remove the control valve body bolts (375, 379, 381) that mount the fluid pressure manual valve position switch to the control valve body (300). 4. Important: When removing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully remove the fluid pressure manual valve position switch (395). 5. Inspect the fluid pressure manual valve position switch (395) for the following conditions: ^ Damaged electrical connector terminals ^ Damaged seals ^ Damaged switch membranes ^ Debris on the switch membranes Installation Procedure 1. Important: When installing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully install the fluid pressure manual valve position switch (395). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the control valve body bolts (375, 379, 381) that mount the TFP switch to the control valve body (300). ^ Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.). ^ Tighten the control valve body bolt (379) to 16 Nm (12 ft. lbs.). ^ Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.). 3. Connect the transaxle wiring harness. 4. Install the case side cover. Page 9951 Page 9904 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 11467 Page 7627 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11856 Fuse Block: Connector Views Fuse Block - Underhood C1 (Part 1) Page 8634 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2079 Heated Oxygen Sensor Replacement - Position 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 1 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 1 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Remove the connector position assurance (CPA) retainer (3). 2. Disconnect the heater oxygen sensor (HO2S) electrical connector (2). 3. Remove the oxygen sensor electrical connector from the ignition coil bracket. 4. Remove the HO2S from the exhaust manifold. INSTALLATION PROCEDURE Page 12473 Tighten the sensor nut to 7 Nm (62 inch lbs.). 4. Important: Before reinstalling the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting. ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for the outer bead. Install the tire on the wheel. 5. Important: A service replacement tire pressure sensor is shipped in OFF mode. In this mode the sensors unique identification code cannot be learned into the antenna modules memory. The sensor must be taken out of OFF mode by spinning the tire/wheel assembly above 32 km/h (20 mph) in order to close the sensors internal roll switch for at least 10 seconds. Install the tire/wheel assembly on the vehicle. 6. Lower the vehicle. 7. Learn the tire pressure sensors. Refer to Tire Pressure Sensor Learn. Page 8584 6. Loosen the fuel fill pipe clamp (1) at the fuel tank. 7. Remove the fuel fill pipe hose (2) from the fuel tank (3). 8. Disconnect the vent pipe quick connect fitting from the fuel tank vent pipe quick connect fitting. 9. Remove the fuel tank fill pipe. INSTALLATION PROCEDURE Page 7936 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6163 Page 1149 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Seals and Gaskets: All Technical Service Bulletins A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Description and Operation Fuel Supply Line: Description and Operation FUEL FEED PIPE The fuel feed pipe carries fuel from the fuel tank to the fuel rail assembly. The fuel pipes consist of 2 sections: - The rear fuel pipe assembly is located from the top of the fuel tank to the chassis fuel pipe. The rear fuel pipe is constructed of nylon. - The chassis fuel pipe is located under the vehicle and connect the rear fuel pipe to the fuel rail pipe. This pipe is constructed of steel. NYLON FUEL PIPE CAUTION: In order to reduce the risk of fire and personal injury observe the following items: - Replace all nylon fuel pipes that are nicked, scratched or damaged during installation, do not attempt to repair the sections of the nylon fuel pipes - Do not hammer directly on the fuel harness body clips when installing new fuel pipes. Damage to the nylon pipes may result in a fuel leak. - Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more than 90°C (194°F) for any extended period. - Apply a few drops of clean engine oil to the male pipe ends before connecting fuel pipe fittings. This will ensure proper reconnection and prevent a possible fuel leak. (During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated.) Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature. There are 2 sizes of nylon pipes used: 3/8 in ID for the fuel feed, and 1/2 in ID for the vent. Heat resistant rubber hose or corrugated plastic conduit protect the sections of the pipes that are exposed to chafing, high temperature, or vibration. Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if nylon fuel pipes are forced into sharp bends, the pipes kink and restrict the fuel flow. Also, once exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working on a vehicle with nylon fuel pipes. FUEL PIPE O-RINGS O-rings seal the threaded connections in the fuel system. Fuel system O-ring seals are made of special material. Service the O-ring seals with the correct service part. Page 10537 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 13169 1. Install a replacement stud in the wheel hub. 2. Add enough washers (3) in order to draw the stud into the hub (2). 3. Install the wheel nut (1) with the flat side against the washers (3). 4. Important: Fully seat the wheel stud against the hub flange (2). Tighten the wheel nut (1) until the wheel stud is fully seated against the hub flange. 5. Back off the wheel nut (1) and remove the washers (3). 6. Install the brake rotor. 7. Install the brake caliper and bracket. 8. Install the tire and wheel assembly. 9. Lower the vehicle. Page 9783 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 12497 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 9624 Service and Repair Exhaust Crossover Pipe: Service and Repair Exhaust Crossover Pipe Replacement (RPO's LZE/LZ4/LZ9) Removal Procedure 1. Remove the air cleaner intake duct. 2. Remove the exhaust crossover pipe heat shield bolts. 3. Remove the exhaust crossover pipe heat shield. 4. Remove the exhaust crossover pipe nuts. 5. Remove the exhaust crossover pipe. 6. Remove the exhaust crossover pipe seals. Installation Procedure Page 1858 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 1401 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 10509 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6767 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 4747 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Page 4616 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1105 Body Control Module: Description and Operation Retained Accessory Power (RAP) RETAINED ACCESSORY POWER (RAP) DESCRIPTION AND OPERATION SERIAL DATA CONTROL OF RETAINED ACCESSORY POWER (RAP) The modules receive the power mode message from the body control module (BCM) over the serial data circuits, indicating when the retained accessory power (RAP) power mode is current. The BCM monitors the ignition switch position, battery condition and passenger compartment doors status to determine whether RAP should be initiated. The modules then support the operation of the systems under their control as required by their RAP power mode operation. Components and systems that are active in RAP are also activated anytime the ignition is any position other than OFF. RAP will end when one of the following conditions is met: The BCM receives an input indicating the opening of any passenger compartment door after the ignition key is out of the ignition. IMPORTANT: The only door that will turn off the radio during RAP is the driver door. This is a function of the radio and will still turn off after the time limit. - The BCM internal timer for the RAP expires after approximately 10 minutes. - The BCM detects a decrease in battery capacity below a prescribed limit. The BCM then sends a serial data power mode message ending the RAP function. RELAY CONTROL OF RETAINED ACCESSORY POWER (RAP) The BCM keeps the RAP relay energized during all power modes, except Off-Awake and Crank. The relay is also energized for approximately 10 minutes after shutting the ignition OFF and removing the key, providing no door is opened. The devices powered by the accessory relay during the retained accessory power (RAP) power mode are the sunroof, power window switches and BTSI/Park Lock. Page 3555 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4168 3. Rotate the retaining ring around the connector until the retaining ring is positioned with all 3 ears through the 3 slots. 4. Ensure the 3 retaining ring ears can be seen from the inside of the connector and the retaining ring can move freely in the slots. 5. Install the engine oil cooler line into the quick connector fitting. Pull back on the engine oil cooler lines to ensure a proper connection. 6. Inspect and fill the engine oil to the proper level. Page 11374 Brake Fluid Level Sensor/Switch: Diagrams Brake Fluid Level Switch Brake Fluid Level Switch Brake Fluid Level Switch Page 5848 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 4522 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 9687 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect and reposition the electrical connectors from the following: ^ If equipped internal mode switch ^ 2 - 3 Shift solenoid valve assembly (315B) ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) 3. Important: Do NOT remove the bolt (205) that holds the oil pump together. Remove the oil pump bolts (206,207). 4. Remove the oil pump (200) from the valve body (300). Page 8127 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 2754 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 508 Important: Failure to successfully reprogram the BCM may result in the odometer displaying mileage in metric units instead of English units. To reset the odometer to display mileage in English units, remove the IPC 10 amp fuse from the underhood BEC. Do not reinstall the fuse for 5 minutes. 16. Proceed to RCDLR Reprogramming. RCDLR Reprogramming - For All Vehicles Important: The Tech 2 diagnostic tool must be updated with version 27.003 or later for reprogramming the Remote Control Door Lock Receiver (RCDLR). The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 10 for 2006 (available on 10/01/06) and on TIS DVD version 10/2006 or later that was mailed to dealers on October 18, 2006. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Make certain all tools connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for Remote Control Door Lock Receiver (RCDLR) Important: The Copy and Paste procedure in Step 7 does not apply to 2006 Lucerne vehicles. Please refer to the appropriate Tire Pressure Monitor reset procedure in SI. 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. 2. Turn on the Tech2(R). 3. Build the vehicle using the Tech 2(R). 4. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 5. Write down all four Pressure Sensor IDs on a sheet of paper. 6. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. Important: If "Replace Module Per Service Manual" message appears on the Tech 2 during this procedure, ignore the message and press the "Exit" key on the Tech 2 and proceed to the next step. Do NOT replace the module. 7. Run the Copy and Paste TPM Information Procedure (FO: Step 1). Follow the on-screen instructions: Turn the ignition to the ON position with the Page 9554 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 11753 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8489 Page 12425 Measuring D Height 4. The D height is measured from a point 30 mm (1.1 inch) outboard of the rear brake hose bracket bolt centerline to the bolt centerline of the trailing arm to the knuckle attachment. 5. Push the rear bumper downward to 38 mm (1.5 inch). 6. Gently remove your hands. Allow the vehicle to settle into position. 7. Repeat the jouncing operation 2 more times for a total of 3 times. 8. Measure the D height dimension. 9. The true D height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. 10. If these measurements are out of specifications, inspect for the following conditions: ^ Improper weight distribution ^ Collision damage ^ Worn or damaged suspension components Page 11981 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 8785 Page 2673 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 9859 Page 10898 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7852 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11035 Transmission Temperature Sensor/Switch: Service and Repair Fluid Temperature Sensor Replacement Fluid Temperature Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the wiring harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor (391). Installation Procedure 1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with fluid temperature sensor (391). 3. Install the case side cover. Page 1611 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 13076 Disclaimer Page 12989 Install the sensor nut and position the sensor body parallel to the inside wheel surface while torquing. Tighten the sensor nut to 7 Nm (62 inch lbs.). 5. Important: Before installing the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting: ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for outer bead. Install the tire on the wheel. 6. Install the tire/wheel assembly on the vehicle. 7. Lower the vehicle. Page 4678 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 790 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Description and Operation Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-Volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 10807 8. Lower the vehicle. Page 647 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 10122 8. Remove the reverse servo cover (40). 9. Remove the servo assembly (42-48). 10. Remove the servo spring (49). Installation Procedure 1. Important: Follow this procedure exactly or the transaxle will have no reverse gear due to the servo pin missing the band. Jack up the driver side of the car until the driver side is higher than the differential side. This ensures that the reverse band is in the proper location and not cocked to the channel plate side of the case. 2. Install the servo spring (49). 3. Install the servo assembly (42-48). 4. Install the reverse servo cover (40) with the new O-ring seal (41). 5. Compress the servo cover (40) and install the snap ring (39). 6. Install the exhaust crossover pipe. 7. Install the air cleaner outlet duct. Refer to the following: ^ Air Cleaner Outlet Duct Replacement for the 3.5L engine ^ Air Cleaner Outlet Duct Replacement for the 3.9L engine ^ Air Cleaner Resonator Outlet Duct Replacement for the 5.3L engine Page 10123 Band Apply Servo: Service and Repair Forward Servo Replacement Forward Servo Replacement Removal Procedure 1. Install the engine support fixture. Refer to the following: ^ Engine Support Fixture for the 3.5L engine ^ Engine Support Fixture for the 3.9L engine ^ Engine Support Fixture for the 5.3L engine 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove and support the power steering gear. 4. Remove the transaxle mount lower nuts. 5. Remove the engine mount lower nuts. Refer to the following: ^ Engine Mount Replacement for the 3.5L engine ^ Engine Mount Replacement for the 3.9L engine ^ Engine Mount Replacement - Right for the 5.3L engine 6. Remove the power steering lines from the right side of the frame. 7. Support the rear of the frame with a jackstand. 8. Loosen the front frame bolts and remove the rear frame bolts. Refer to Frame Replacement. 9. Adjust the jackstand to lower the rear of the frame. 10. Position a drain pan under the forward servo cover. 11. Remove the servo cover bolts. 12. Remove the forward servo cover. 13. Remove the forward servo cover O-ring. 14. Remove the servo piston assembly. 15. Remove the servo spring. Installation Procedure 1. Install the spring. 2. Install the piston assembly. 3. Install the O-ring. 4. Install the servo cover. Page 7316 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 8768 Page 36 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 7814 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10879 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 3361 Contamination Mixing conventional green coolant with DEX-COOL(R) will degrade the service interval from 5 yrs./150,000 miles (240,000 km) to 2 yrs./30,000 miles (50,000 km) if left in the contaminated condition. If contamination occurs, the cooling system must be flushed twice immediately and re-filled with a 50/50 mixture of DEX-COOL(R) and clean water in order to preserve the enhanced properties and extended service interval of DEX-COOL(R). After 5 years/150,000 miles (240,000 km) After 5 yrs/150,000 miles (240,000 km), the coolant should be changed, preferably using a coolant exchanger. If the vehicle was originally equipped with DEX-COOL(R) and has not had problems with contamination from non-DEX-COOL(R) coolants, then the service interval remains the same, and the coolant does not need to be changed for another 5 yrs/150,000 miles (240,000 km) Equipment (Coolant Exchangers) The preferred method of performing coolant replacement is to use a coolant exchanger. A coolant exchanger can replace virtually all of the old coolant with new coolant. Coolant exchangers can be used to perform coolant replacement without spillage, and facilitate easy waste collection. They can also be used to lower the coolant level in a vehicle to allow for less messy servicing of cooling system components. It is recommended that you use a coolant exchanger with a vacuum feature facilitates removing trapped air from the cooling system. This is a substantial time savings over repeatedly thermo cycling the vehicle and topping-off the radiator. The vacuum feature also allows venting of a hot system to relieve system pressure. Approved coolant exchangers are available through the GMDE (General Motors Dealer Equipment) program. For refilling a cooling system that has been partially or fully drained for repairs other than coolant replacement, the Vac-N-Fill Coolant Refill Tool (GE-47716) is recommended to facilitate removal of trapped air from the cooling system during refill. Disclaimer Page 12050 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 10872 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 4537 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 6962 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1371 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10007 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2730 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 11277 Brake Master Cylinder: Service and Repair Master Cylinder Overhaul Master Cylinder Overhaul Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Disassembly Procedure 1. Remove the brake master cylinder from the vehicle. 2. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 3. Clean the outside of the master cylinder reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 4. Remove the reservoir cap and diaphragm from the reservoir. 5. Inspect the reservoir cap and diaphragm for the following conditions. If any of these conditions are present, replace the affected components. ^ Cuts or cracks ^ Nicks or deformation 6. Remove the master cylinder reservoir from the master cylinder. 7. Using a smooth, round-ended tool, depress the primary piston (2) and remove the piston retainer. 8. Remove the primary piston assembly from the cylinder bore. 9. Plug the cylinder inlet ports and the rear outlet port. Apply low pressure, non-lubricated, filtered air into the front outlet port, in order the remove the secondary piston (1) with the primary (6) and secondary (5) seals, and the return spring. 10. Discard the primary piston assembly, the piston retainer, and the seals and seal retainer from the secondary piston. Assembly Procedure 1. Important: Do not use abrasives to clean the brake master cylinder bore. Clean the interior and exterior of the master cylinder, the secondary piston (1), and the return spring in denatured alcohol, or equivalent. 2. Inspect the master cylinder bore, inlet and outlet ports, the secondary piston (1), and the return spring for cracks, scoring, pitting, and/or corrosion. Replace the master cylinder if any of these conditions exist. 3. Dry the master cylinder and the individual components with non-lubricated, filtered air. 4. Lubricate the master cylinder bore, the secondary piston (1), the return spring, and all of the individual overhaul components with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 5. Assemble the lubricated, new primary seal (6) and retainer, and new secondary seal (5) onto the secondary piston. 6. Install the lubricated return spring and secondary piston assembly (1) into the cylinder bore. 7. Install the lubricated, new primary piston assembly (2) into the cylinder bore. Page 7062 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 12127 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 897 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 10610 8. Lower the vehicle. Page 4881 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 9579 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 1958 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Specifications Connecting Rod: Specifications Connecting Rod Bearing Cap Bolt First Pass ............................................................................................................................................. .................................................. 25 Nm (18 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................. 110 degrees Connecting Rod Bore Diameter ............................................................................................................................ 60.322 - 60.338 mm (2.375 - 2.376 inch) Connecting Rod Bore Out - of - Round ......................................................................................................................................... 0.006 mm (0.00023 inch) Connecting Rod Length - Center to Center ............................................................................................................................................... 150 mm (5.9 inch) Connecting Rod Side Clearance ................................................................................................................................ 0.200 - 0.241 mm (0.008 - 0.009 inch) Page 765 Page 6969 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2575 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 12887 Stabilizer Link: Service and Repair Rear Suspension Stabilizer Shaft Link Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the stabilizer shaft link nut from the stabilizer shaft link (1) and the stabilizer shaft (2). 3. Remove the stabilizer shaft link nut from the stabilizer shaft link (1) and the strut. 4. Remove the stabilizer shaft link (1) from the vehicle. Page 12078 Circuit Breaker #2 Circuit Breaker #3 Page 1252 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Electrical - Various Systems Concerns Body Control Module: All Technical Service Bulletins Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 11297 1. Install the equalizer assembly to the front park brake cable. 2. Connect the front brake cable (1) to the right rear cable (3) at the connector clip (2). 3. Connect the left rear brake cable and adjustment stud assembly to the equalizer assembly by installing the adjustment stud to the equalizer nut. 4. Adjust the Park Brake System. 5. Lower the vehicle. Page 6562 Page 10542 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4309 6. Remove the engine oil level sensor bolt and sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil level sensor and bolt. Tighten the bolt to 10 Nm (89 inch lbs.). Page 1949 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 4942 Installation Procedure 1. Install a NEW thermostat. 2. Position a NEW gasket and the thermostat housing to the engine block. Notice: Refer to Fastener Notice. 3. Install the thermostat housing bolt/stud. Tighten the bolt/stud to 25 Nm (18 ft. lbs.). 4. Install the radiator outlet hose to the thermostat housing (3.5L shown, 3.9L similar). 5. Position the radiator outlet hose clamp at the thermostat housing. 6. Install the air cleaner outlet duct. 7. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Page 12986 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 7438 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 818 Page 718 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9665 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2186 Diagram Information and Instructions Fuse: Diagram Information and Instructions Electrical Symbols Page 794 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 6313 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 41 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1821 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7420 Page 6115 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9473 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7101 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6390 4. Remove the right side spark plug wires from the spark plugs, if required. 5. Remove the spark plugs. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. Page 9806 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 6462 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 10485 Page 5233 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 5439 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 9993 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 2514 Page 3339 Power Steering Line/Hose: Service and Repair Power Steering Pressure Pipe/Hose Replacement Power Steering Pressure Pipe/Hose Replacement (LZ4/LZE/LZ9) Page 2736 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7677 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 2. Remove the intake manifold cover, if necessary. 3. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 4. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. Page 1628 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9455 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 1084 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 8343 Fuel injector restrictions, deposits can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be modified, changed or shortened. As a long term solution, and to prevent reoccurrence, customers should be encouraged to use Top Tier Detergent Gasoline. For further information on Top Tier detergent gasoline and fuel retailers, please refer to the following Corporate Bulletin Numbers: - 04-06-04-047G (U.S. Only) - 05-06-04-022D (Canada ONLY) Notice GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent approved for use with General Motors fuel system components. Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory testing of GM Upper Engine and Fuel Injector Cleaner, and can assure its compatibility with General Motors fuel system components, as long as the cleaning procedure is followed correctly. Injector Cleaning Procedure The following tools, or their equivalent, are required: - CH-47976 Active Fuel Injector Tester (AFIT) - J 35800-A Fuel Injector Cleaner - J 37287 Fuel Line Shut-off Adapter - J 42964 Fuel Line Shut-off Adapter - J 42873 Fuel Line Shut-off Adapter - * One bottle of GM Upper Engine and Fuel Injector Cleaner, P/N 88861802 (in Canada, P/N 88861804) - * One bottle of GM Fuel System Treatment Plus, P/N 88861011 (in Canada, P/N 88861012) Active Fuel Injector Tester (AFIT- CH-47976) Some dealers may not have an Active Fuel Injector Tester (AFIT- CH-47976). Dealers can contact to order an AFIT- CH-47976. Dealers still can test the fuel injectors without an AFIT. Refer to Fuel Injector Diagnosis (w/ J 39021 or Tech 2(R)) in SI. Important As mentioned in the AFIT User Guide, vehicles that are not listed in the AFIT menu can still be tested with the AFIT. Depending on the model, it may be possible to enter the previous model year and proceed with testing using the DLC connection. If this is not possible on the model that you are working on, it will be necessary to use the direct connection method outlined in the AFIT User Guide (See Pages 17-31). General Motors recommends that the Active Fuel Injector Tester (AFIT) be used in testing fuel injectors. If the SI diagnostics do not isolate a cause for this concern, use the Active Fuel Injector Tester (AFIT - CH-47976) to perform an "Injector Test" as outlined in the AFIT User Guide. The AFIT "Injector Test" measures the flow characteristics of all fuel injectors, which is more precise when compared with the standard Tech 2(R) fuel injector balance test. As a result, the AFIT is more likely to isolate the cause of a P1174 DTC (for example: if it is being caused by a fuel injector concern). The CH-47976 (Active Fuel Injector Tester - AFIT) can also be used to measure fuel pressure and fuel system leak down. Also, as mentioned in the P1174 SI diagnosis, if the misfire current counters or misfire graph indicate any misfires, it may be an indicator of the cylinder that is causing the concern. Refer to Fuel Injector Diagnosis (w/CH-47976) in SI for additional instructions. Training (U.S.) To access the training video on AFIT, take the following path at the GM Training Website: 1. After logging into the training website, choose the link on the left side of the page titled "web video library." 2. Then choose "technical." 3. Next, within the search box, type in September course number "10206.09D. 4. This will bring up a link with this course. Scroll through to choose "feature topic." 5. At this point, the seminar can be chosen to view or the video related to the AFIT. Additional training is available from the training website. Please see TECHassist 16044.18T2 Active Fuel Injector Tester and also see 16044.14D1 GM Powertrain Performance for more information on GM Upper Engine and Fuel Injector Cleaner. Page 9340 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 8811 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 1478 Page 11178 1. Remove the J45101-100 and the lug nuts that were installed during the assembled LRO measurement procedure. 2. Inspect the mating surface of the hub/axle flange and the brake rotor to ensure that there are no foreign particles or debris remaining. 3. Index the brake rotor in a different orientation to the hub/axle flange. 4. Hold the rotor firmly in place against the hub/axle flange and install one of the J45101-100 (1) and one lug nut (2) onto the upper-most wheel stud. 5. Continue to hold the rotor secure and tighten the lug nut firmly by hand. 6. Install the remaining J45101-100 and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern. 7. Using the J39544-KIT, or equivalent, tighten the lug nuts in a star-pattern to specification, in order to properly secure the rotor. 8. Measure the assembled LRO of the brake rotor. 9. Compare the amount of change between this measurement and the original measurement. 10. If this measurement is within specifications, proceed to step 14. 11. If this measurement still exceeds specifications, repeat steps 1-9 until the best assembled LRO measurement is obtained. 12. Matchmark the final location of the rotor to the wheel studs if the orientation is different than it was originally. 13. If the brake rotor assembled LRO measurement still exceeds the maximum allowable specification, refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction 14. If the brake rotor assembled LRO is within specification, install the brake caliper and depress the brake pedal several times to secure the rotor in place before removing the J45101-100 and the lug nuts. Brake Rotor Assembled Lateral Runout Correction - On Vehicle Lathe Brake Rotor Assembled Lateral Runout (LRO) Correction - On-Vehicle Lathe Tools Required ^ J45101-100Conical Brake Rotor Washers Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the Page 7574 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 9409 OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 9039 Page 3208 Page 4646 Page 3386 Engine Oil: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan drain plug. 3. Allow the engine oil to drain completely. 4. Remove the oil filter. Installation Procedure Page 89 Page 8283 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 11511 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2305 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 11460 Passenger Car Zoning PASSENGER CAR ZONING Page 11843 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8288 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 5782 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 2822 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2395 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 4069 8. Position the hose/pipe assembly. Install the clips to the throttle body studs. 9. Install the heater inlet and outer hoses/pipes to the engine inlet and outlet pipes. 10. Install the heater inlet and outlet hose/pipe clip nuts at the throttle body. Tighten the nuts to 10 Nm (89 inch lbs.). 11. Position the heater inlet and outlet hose/pipe clamps at the engine inlet and outer pipes. 12. Install the left engine mount strut bracket. 13. Install the PCV foul air tube. Interior - Revised Front Door Switch Bezel Replacement Power Mirror Switch: Technical Service Bulletins Interior - Revised Front Door Switch Bezel Replacement Bulletin No.: 06-08-64-017 Date: April 05, 2006 SERVICE MANUAL UPDATE Subject: Revised Front Door Switch Bezel Replacement and Front Side Door Window Switch Replacement - Left Side Models: 2006 Chevrolet Monte Carlo This bulletin is being issued to revise the Front Door Switch Bezel Replacement procedure and the Front Side Door Window Switch Replacement - Left Side procedure in the Doors sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. Page 4825 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2761 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5122 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1013 OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 5190 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 587 Page 6274 Page 10023 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 5491 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Diagram Information and Instructions Data Link Connector: Diagram Information and Instructions Electrical Symbols Page 2594 Power Steering - Various Fluid Leaks Power Steering Line/Hose: All Technical Service Bulletins Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Brakes- Disc Brake Warranty Service And Procedures Technical Service Bulletin # 00-05-22-002L Date: 090326 Brakes- Disc Brake Warranty Service And Procedures INFORMATION Bulletin No.: 00-05-22-002L Date: March 26, 2009 Subject: Disc Brake Warranty Service and Procedures Models: 1999-2010 GM Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 1999-2004 Isuzu Light Duty Trucks (Canada Only) 2005-2009 Saab 9-7X (Canada Only) 1999-2010 Saturn Vehicles (Canada Only) EXCLUDING 2009-2010 Chevrolet Corvette ZR1 Supercede: This bulletin is being revised to inform you that due to improvements in vehicle brake corner and wheel design, assembly plant build processes and dealership required tools like the On-Car Lathe, measuring for Lateral Run Out (LRO) is no longer a required step when performing base brake service. Due to this change, you are no longer required to enter the LRO measurement on the repair order or in the warranty system failure code section. The bulletin information below and the base brake labor operations have been updated accordingly. Due to this change it is more important than ever to properly maintain your brake lathe (per the Brake Lathe Calibration Procedure in this bulletin). Please discard Corporate Bulletin Number 00-05-22-002K (Section 05 Brakes). For your convenience, this bulletin updates and centralizes all GM's Standard Brake Service Procedures and Policy Guidelines for brake rotor and brake pad service and wear. For additional information, the Service Technical College lists a complete index of available Brake courses. This information can be accessed at www.gmtraining.com > resources > training materials > brakes courseware index. In Canada, refer to Service Know How course 55040.00V and Hydraulic Brake Certification program 15003.16H. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM BRAKE SERVICE. The following four (4) key steps are a summary of this bulletin and are REQUIRED in completing a successful brake service. 1. Measure and Document Pre-Service Rotor Thickness* (REQUIRED on Repair Order) determine rotor clean-up/refinish/replace 2. Properly clean ALL brake corner mating surfaces - hub, rotor and wheel 3. Properly clean-up/refinish rotor, measure and document post-service rotor thickness (REQUIRED on Repair Order) Important If it is determined the rotor needs to be refinished, verify lathe equipment is properly calibrated. 4. Properly reassemble the brake corner using proper torque tools, torque specification and torque sequence - wheel lug nuts. * The bulletin refers to Minimum Thickness specification as the minimum allowable thickness after refinish. Always refer to SI to verify the spec stamped on the rotor is the minimum thickness spec after refinish and not the discard spec. Page 8265 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 9209 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1085 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2710 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8714 Page 2296 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 6218 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4900 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7971 Page 5495 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 8703 Page 13182 Page 1236 Page 3224 30. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb ft). 31. Remove the adjustable jackstand from under the frame. 32. Lower the transmission and remove the support. 33. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm(35 lb ft). 34. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb ft). Page 11127 6. Install a large C-clamp (3) over the top of the brake caliper (2) and against the back of the outboard brake pad. 7. Tighten the C-clamp (3) until the caliper piston is pushed into the caliper bore enough to slide the caliper off the rotor. 8. Remove the C-clamp (3) from the caliper. 9. Remove the brake hose-to-caliper bolt (1) from the caliper. Discard the 2 copper brake hose gaskets (3). These gaskets may be stuck to the brake caliper and/or the brake hose end. 10. Plug the opening in the rear brake hose (2) to prevent excessive brake fluid loss and contamination. 11. Remove the caliper bolts (1 and 3). 12. Remove the caliper (3) from the rotor (4) and the caliper bracket (1). Tire and Wheel Removal and Installation Tires: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Complete Torque Socket Set Removal Procedure Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs, or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the specified torque to avoid bending the wheel or rotor. Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. In order to avoid expensive brake repairs, evenly tighten the wheel nuts to the proper torque specification. Notice: Removing wheels can be difficult because of foreign material or a tight fit between the wheel center hole and the hub or rotor. Excessive force, such as hammering on the wheel or tire, can cause damage. Slightly tapping the tire side wall with a rubber mallet is acceptable. 1. Tighten all wheel nuts on the affected wheel. 2. Loosen each wheel nut 2 turns. 3. Rock the vehicle from side to side in order to loosen the wheel. If this does not loosen the wheel, rock the vehicle front to back applying quick hard jabs to the brake pedal to loosen the wheel. 4. Repeat this procedure if the wheel does not break free. 1. Raise the vehicle. Support the vehicle with suitable safety stands. Refer to Vehicle Lifting. 2. Remove the wheel nuts from the tire and wheel assembly. 3. Mark the location of the tire and wheel assembly to the hub assembly. 4. Remove the tire and wheel assembly from the vehicle. 5. Clean the wheel nuts, studs and the wheel and rotor mounting surfaces. Installation Procedure Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Page 3316 * The amount identified in "Net Item" should represent the actual sum total of the current GMCC&A; Dealer net price for the 1/4 container of power steering fluid (V6) needed to perform the required repairs, not to exceed $1.40 USD, $1.26 CAD, plus applicable Mark-Up. ** The amount identified in "Net Item" should represent the dollar amount reimbursed to the customer. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter included with this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through February 28, 2013. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through February 28, 2013, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure V6 Engine Note The location of the leak (1) is shown above. The power steering cooler hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. Page 6456 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 8765 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 6783 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 656 Page 6563 Page 13155 2. Install the wheel bearing/hub and park brake assembly to the knuckle. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the wheel bearing/hub-to-knuckle bolts. Tighten the bolts to 75 Nm (55 ft. lbs.). 4. Install the park brake cable to the park brake actuator. Rear Wheel Speed Sensors 5. Install the ABS electrical connector to the wheel speed sensor (1), if equipped. 6. Install the brake rotor. 7. Install the tires and wheels. 8. Lower the vehicle. Page 2823 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7363 Page 8373 Page 8119 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 4381 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Release the spring clamps on top of the air cleaner housing. 3. Remove the air cleaner housing cover. 4. Remove the air filter element. INSTALLATION PROCEDURE 1. Install a NEW air filter element. 2. Install the air cleaner housing cover. 3. Engage the spring clamps on top of the air cleaner housing. 4. Install the air cleaner outlet duct. Page 6368 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Release the spring clamps on top of the air cleaner housing. 3. Remove the air cleaner housing cover. 4. Remove the air filter element. INSTALLATION PROCEDURE 1. Install a NEW air filter element. 2. Install the air cleaner housing cover. 3. Engage the spring clamps on top of the air cleaner housing. 4. Install the air cleaner outlet duct. Page 6802 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6976 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 6711 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 9194 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9528 Page 11136 Service and Repair Seals and Gaskets: Service and Repair Exhaust Seal Replacement Removal Procedure 1. Remove the catalytic converter. 2. Remove and discard the exhaust manifold pipe gasket (2), if equipped with regular production options (RPO's) LZE/LZ9. 3. Remove and discard the exhaust manifold pipe gasket (1), if equipped with RPO LS4. Page 1338 Page 10105 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5404 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 2446 Page 5311 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 12030 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Locations Behind The I/P Page 2721 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 12730 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 12229 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 6067 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Electrical - Intermittent MIL/DTC P2138/Reduced Power Wiring Harness: All Technical Service Bulletins Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Page 2744 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7340 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 12734 9. Remove the radiator upper air baffle and deflector and locate the left and right front end sensor (1, 4). 10. Remove the connector position assurance (CPA) (3, 6) from both front end sensors connector (2, 5). 11. Remove both front end sensor connectors (2, 5) from each front end sensor (1, 4). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect both front end sensor connectors (2, 5) to each front end sensor (1, 4). 3. Install both CPA's (3, 6) into each front end sensor connector (2, 5). 4. Install the radiator upper air baffle and deflector. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF.Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 2 Page 9725 8. Lower the vehicle. Page 6592 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Brake Pressure Modulator Valve (BPMV) Replacement Hydraulic Assembly: Service and Repair Brake Pressure Modulator Valve (BPMV) Replacement Brake Pressure Modulator Valve (BPMV) Replacement Page 8906 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 5988 Page 7300 Passenger Car Zoning PASSENGER CAR ZONING Page 8748 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Manual Transmission - M/T Operating Characteristics Manual Transmission/Transaxle: Technical Service Bulletins Manual Transmission - M/T Operating Characteristics INFORMATION Bulletin No.: 03-07-29-004G Date: December 15, 2010 Subject: Manual Transmission Operating Characteristics Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2009 and Prior Chevrolet and GMC Medium Duty Trucks 2006-2010 HUMMER H3 with Manual Transmission Supercede: This bulletin is being revised to add the 2011 model year and to add Cold Operation information. Please discard Corporate Bulletin Number 03-07-29-004F (Section 07 Transmission/Transaxle). Important Even though this bulletin attempts to cover operating characteristics of manual transmissions, it cannot be all inclusive. Be sure to compare any questionable concerns to a similar vehicle and if possible, with similar mileage. Even though many of the conditions are described as characteristics and may not be durability issues, GM may attempt to improve specific issues for customer satisfaction. The purpose of this bulletin is to assist in identifying characteristics of manual transmissions that repair attempts will not change. The following are explanations and examples of conditions that will generally occur in all manual transmissions. All noises will vary between transmissions due to build variation, type of transmission (usually the more heavy duty, the more noise), type of flywheel and clutch, level of insulation, etc. Basic Information Many transmission noises are created by the firing pulses of the engine. Each firing pulse creates a sudden change in angular acceleration at the crankshaft. These changes in speed can be reduced with clutch damper springs and dual mass flywheels. However, some speed variation will make it through to the transmission. This can create noise as the various gears will accel and decel against each other because of required clearances. Cold Operation Manual transmission operation will be affected by temperature because the transmission fluid will be thicker when cold. The thicker fluid will increase the amount of force needed to shift the transmission when cold. The likelihood of gear clash will also increase due to the greater time needed for the synchronizer assembly to perform its function. Therefore when the transmission is cold, or before it has reached operating temperature, quick, hard shifts should be avoided to prevent damage to the transmission. Gear Rattle Rattling or grinding (not to be confused with a missed shift type of grinding, also described as a combustion knock type of noise) type noises usually occur while operating the engine at low RPMs (lugging the engine). This can occur while accelerating from a stop (for example, a Corvette) or while operating at low RPMs while under a load (for example, Kodiak in a lower gear and at low engine speed). Vehicles equipped with a dual-mass flywheel (for example, a 3500 HD Sierra with the 6-speed manual and Duramax(R)) will have reduced noise levels as compared to vehicles without (for example, a 4500 Kodiak with the 6-speed manual and Duramax(R)). However, dual-mass flywheels do not eliminate all noise. Neutral Rattle There are often concerns of rattle while idling in neutral with the clutch engaged. This is related to the changes in angular acceleration described earlier. This is a light rattle, and once again, vehicles with dual mass flywheels will have reduced noise. If the engine is shut off while idling in neutral with the clutch engaged, the sudden stop of the engine will create a rapid change in angular acceleration that even dual mass flywheels cannot compensate. Because of the mass of all the components, this will create a noise. This type of noise should not be heard if the clutch is released (pedal pushed to the floor). Backlash Backlash noise is created when changing engine or driveline loading. This can occur when accelerating from a stop, coming to a stop, or applying and releasing the throttle (loading and unloading the driveline). This will vary based on vehicle type, build variations, driver input, vehicle loading, etc. and is created from the necessary clearance between all of the mating gears in the transmission, axle(s) and transfer case (if equipped). Diagrams Engine Oil Pressure (EOP) Sensor Page 13166 Wheel Fastener: Description and Operation Metric Wheel Nuts and Bolts Description Metric wheel/nuts and bolts are identified in the following way: ^ The wheel/nut has the word Metric stamped on the face. ^ The letter M is stamped on the end of the wheel bolt. The thread sizes of metric wheel/nuts and the bolts are indicated by the following example: M12 x 1.5. ^ M = Metric ^ 12 = Diameter in millimeters ^ 1.5 = Millimeters gap per thread Page 5290 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 3692 Fuse Block - Underhood - Top View Page 1215 6. Remove the ECM from the air cleaner lower housing. Installation Procedure 1. Install the ECM to the air cleaner lower housing. Page 11708 Page 10704 The halfshaft inboard seal must not be dimpled, stretched out or out of shape in any way. If the halfshaft inboard seal is not shaped correctly, carefully insert a thin flat blunt tool, no sharp edges, between the large seal opening and the trilobal tripot bushing in order to equalize the pressure. Shape the halfshaft inboard seal properly by hand. Remove the tool. Position the joint assembly at the proper vehicle dimension. ^ For 4.6L V8 engines, dimension a = 107 mm (4.21 inch). ^ For 4.0L V6 engines, dimension a = 111 mm (4.37 inch). ^ For 3.8L supercharged V6 engines, dimension a = 111 mm (4.37 inch). ^ For all others, dimension a = 95 mm (3.75 inch). 14. Align the following items while latching: ^ The halfshaft inboard seal ^ The tripot housing (2) ^ The large seal retaining clamp (3) Crimp the seal retaining clamp with J 35910 to 176 Nm (130 ft. lbs.). Add the breaker bar (5) and the torque wrench (4) to J 35910 if necessary. 15. Check the gap dimension (a) on the clamp ear. If gap dimension is larger than shown, continue tightening until gap dimension of 2.60 mm (0.102 inch) is reached. 16. Fully stroke the joint several times to disperse the grease. Page 13244 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 7360 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 12315 Splice Pack SP205 (With RPO Code 9C1/9C3) Page 6229 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2824 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 12396 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5451 Page 9244 Page 2567 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2647 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6012 Page 654 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1609 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 6174 Page 857 Page 6433 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 4442 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 11171 6. Important: ^ Do NOT install used correction plates in an attempt to correct brake rotor assembled lateral runout (LRO). ^ Do NOT stack up, or install more than one correction plate onto one hub/axle flange location, in an attempt to correct brake rotor assembled LRO. Install the correction plate (1) onto the hub/axle flange, with the V-shaped notch (2) orientated to align with the high spot mark (3), that was positioned to face upward. 7. Install the brake rotor to the hub/axle flange. Use the matchmark made prior to removal for proper orientation to the flange. 8. Hold the rotor firmly in place against the hub/axle flange and install one of the J45101-100 (1) and one lug nut (2) onto the upper-most wheel stud. 9. Continue to hold the rotor secure and tighten the lug nut firmly by hand. 10. Install the remaining J45101-100 and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern. 11. Using the J39544-KIT, or equivalent, tighten the lug nuts in a star-pattern to specification, in order to properly secure the rotor. Refer to Tire and Wheel Removal and Installation. 12. Measure the assembled LRO of the brake rotor. 13. If the brake rotor assembled LRO measurement still exceeds the maximum allowable specification, refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction 14. If the brake rotor assembled LRO measurement is within specification, install the brake caliper and depress the brake pedal several times to secure the rotor in place before removing the J45101-100 and the lug nuts. Page 5056 Page 6851 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 10965 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 8801 Conversion - English/Metric (Part 1) Locations Interior HVAC Components Page 7103 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 3617 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 9829 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 9974 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 12572 26. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm (35 lb-ft). 27. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb-ft). 28. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb-ft.). Tire Pressure Monitor - TPM System Message/Service Tips Tires: Technical Service Bulletins Tire Pressure Monitor - TPM System Message/Service Tips # 09-03-16-002A: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information - (Apr 27, 2010) Subject: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information Models: 2006-2011 Cars and Light Duty Trucks (Including Saturn and Saab) 2006-2010 HUMMER H2, H3 ATTENTION The information found in this bulletin is to be used as a dealership service consultant procedures for customers coming into the service lane with an illuminated "low tire light" or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. Maintaining proper tire pressures is an Owner's Maintenance item and is not covered under warranty. This bulletin is being revised to add model years and update additional bulletin reference information. Please discard Corporate Bulletin Number 09-03-16-002 (Section 03 -- Suspension). Customer Concerns and Confusion with the Tire Pressure Monitoring (TPM) System The following procedure should be used by dealership service consultants when a customer comes into the service drive with a "low tire light" on or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. The service consultant should perform the following steps: Procedure Turn the key to ON, without starting the engine. ^ If the low tire light comes on and stays on solid with a check tire pressure/low tire pressure/add air to tire message (on vehicles equipped with DIC), advise the customer: - The system is working properly. - Properly adjusting all tire air pressures to the recommended levels and driving the vehicle will turn the light off (refer to the Tire and Loading Information label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". ^ If the Tire Pressure Monitor (TPM) light blinks for one minute then stays on solid with a service tire monitor system message (on vehicles equipped with DIC): - A TPM system problem exists. The vehicle should be written up accordingly and sent to your service department for further DTC diagnosis and service. - If dashes (--) are displayed in only one or two of the tire pressure readouts, it is likely caused by a previous TPM system relearn that was performed incorrectly due to interference from another vehicle's TPM system during the relearn process (refer to the Important statement later in this bulletin regarding TPM relearn with a Tech 2(R)). - If dashes (--) are displayed in all four of the tire pressure readouts, there is a system problem. Follow the appropriate SI service procedures. ^ If a customer indicates the low tire light comes on for a few minutes when the vehicle is started, then goes off after driving a while, advise the customer: - The system is working properly. - Most likely, air pressure in one or more of the tires is low enough to turn the light on when tires are cold. After driving for a while, tires will heat Page 1248 Page 5383 Arrows and Symbols ARROWS AND SYMBOLS Page 3268 What You Should Do: To limit any possible inconvenience, we recommend that you contact your dealer as soon as possible to schedule an appointment for this repair. By scheduling an appointment, your dealer can ensure that the necessary parts will be available on your scheduled appointment date. Reimbursement: The enclosed form explains what reimbursement is available and how to request reimbursement if you have paid for repairs for this condition. Your request for reimbursement, including the information and documents mentioned on the enclosed form, must be received by GM by February 28, 2011. Because you have already had the hose replaced, you do not need to take your vehicle to your dealer for this repair. If you have any questions or need any assistance to better understand related repairs, please contact your dealer. If you have questions related to a potential reimbursement, please contact the appropriate Customer Assistance Center at the number listed below. We sincerely regret any inconvenience or concern that this situation may cause you. We want you to know that we will do our best, throughout your ownership experience, to ensure that your GM vehicle provides you many miles of enjoyable driving. Scott Lawson Director, Customer and Relationship Services Enclosure 09132 Page 3529 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3478 Circuit Breaker #2 Circuit Breaker #3 Page 7720 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7317 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 1477 Pedal Positioning Sensor: Service and Repair Brake Pedal Position Sensor Replacement BRAKE PEDAL POSITION SENSOR REPLACEMENT Page 2800 Page 10987 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1732 Page 6320 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9051 Page 8998 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 9807 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2065 LF Of The Engine Compartment Page 4879 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 11831 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 6287 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8403 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8846 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 12914 4. Connect the stabilizer shaft link to the strut. 5. Install the tire and wheel. 6. Install strut to body mount nuts (1). Tighten the strut to body mount nuts to 45 Nm (33 ft. lbs.). 7. Lower the vehicle. 8. Adjust the rear wheel alignment. Refer to Wheel Alignment Specifications. Page 5553 Page 113 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6728 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 487 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 1291 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: Customer Interest Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 6819 Crankshaft Position (CKP) Sensor Page 11294 5. Disconnect the park brake cable from the actuator lever. 6. Remove cable retaining pin from the support bracket and remove the park brake cable. Installation Procedure 1. Position the park brake cable into the support bracket and install the cable retaining pin. 2. Install the park brake cable to the actuator lever. 3. Connect the retainer (1) that holds the cable to the support bracket. Page 12752 14. Connect the seat belt retractor pretensioner - LF connector (2) to vehicle harness connector (1). 15. Install the CPA (3) to the seat belt retractor pretensioner - LF connector (2). 16. Install the lower center pillar trim. 17. Connect the LF side impact module connector (1) to the vehicle harness connector. 18. Install the CPA lock to the LF side impact module connector (1). 19. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 20. Replace both fuse center covers. 21. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 22. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 12209 Page 7835 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6712 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7937 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Diagram Information and Instructions Alarm Module: Diagram Information and Instructions Electrical Symbols Page 1028 Page 2930 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 8613 Page 4156 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Page 10435 Page 4752 2. Install the heater outlet hose to the engine. 3. Install the heater outlet hose to the heater core. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Reposition the heater outlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Service and Repair Page 5796 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Application and ID Relay Box: Application and ID Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 5308 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11162 Page 8436 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2813 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8831 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2597 Page 1044 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 5973 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Engine - Oil Leaks from Crankshaft Rear Main Seal Crankshaft Main Bearing Seal: All Technical Service Bulletins Engine - Oil Leaks from Crankshaft Rear Main Seal Bulletin No.: 05-06-01-019F Date: October 02, 2007 TECHNICAL Subject: Engine Oil Leak at Crankshaft Rear Main Oil Seal (Install Revised Crankshaft Rear Main Oil Seal Using Revised Rear Main Seal Installer and Remover Tools) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L, 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) Supercede: This bulletin is being revised to add an Important statement on proper seal installation. Please discard Corporate Bulletin Number 05-06-01-019E (Section 06 - Engine/Propulsion System). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the following information is correct before using this bulletin: Year of vehicle (e.g. N = 1992) V6 Engine Liter size (e.g. 3.4L) VIN CODE (e.g. X) RPO (e.g. LQ1) If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). Condition Some customers may comment on external oil leakage. Correction Before replacement of the new design crankshaft rear main oil seal, be sure the PCV system is operating correctly. The new seal described below comes with a protective nylon sleeve already installed in the seal. This sleeve assures that the seal is installed in the correct direction and also protects the seal from getting damaged during installation. Do not remove the protective sleeve from the seal; if removed, the installation tool (EN48108) will not work. A new design crankshaft rear main oil seal and installation tool (EN-48108) has been released. This seal incorporates features that improve high mileage durability. Replace the crankshaft rear main oil seal with the new design rear main oil seal, P/N 12592195, using the following service procedures. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 10983 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 7678 1. Coat the threads of the ECT sensor with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. 2. Install the ECT sensor. NOTE: Refer to Fastener Notice. Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Install the intake manifold cover, if necessary. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair Page 214 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Page 1161 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Page 4740 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 896 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 4687 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 5506 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 6764 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 675 Passenger Car Zoning PASSENGER CAR ZONING Page 5549 Page 2758 Page 9575 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5060 Page 2121 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 673 Page 5471 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8037 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 6532 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Page 5989 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8057 Page 1998 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Diagrams Throttle Actuator Control (TAC) Module Page 2306 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 161 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8742 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7986 Page 1093 Body Control Module (BCM) C2 Page 5406 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 88 Page 10210 6. Remove the differential carrier (700). 7. Using snap ring pliers remove the compression ring (512) from the output shaft. 8. Remove the output shaft (510) through the left wheel opening. 9. Remove the sun gear thrust bearing (698) from the differential carrier sun gear. The bearing may be stuck to the differential carrier. 10. Remove the differential carrier sun gear (697). 11. Remove the park gear (696). 12. Remove the internal gear thrust bearing (695) from the differential carrier internal gear. 13. Remove the sun gear shaft (689.) Installation Procedure Page 4228 7. Remove the fuel injector harness connector bracket bolt from the intake manifold. 8. Disconnect the engine coolant temperature (ECT) electrical connector. 9. Disconnect the camshaft position (CMP) sensor electrical connector. 10. Remove two lifter oil manifold assembly (LOMA) electrical connector bolts (1) from the lower intake manifold. 11. Remove the fuel injector rail bolts. 12. Remove the fuel rail (3) and LOMA. 13. Remove the lower intake manifold bolts. 14. Remove the lower intake manifold. Page 8080 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6593 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 11773 Page 2188 Page 2711 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 12046 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 10087 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 8528 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 1591 Page 4882 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2467 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 8565 16. Disconnect the fuel feed (3) and evaporative emission (EVAP) (4) lines from the fuel tank lines (1, 2). 17. Remove the fuel feed line. INSTALLATION PROCEDURE 1. Position the fuel feed line. 2. Connect the fuel feed (3) and EVAP (4) lines to the fuel tank lines (1, 2). 3. Install the fuel feed line to the retainer. 4. Close the fuel/brake line retainer (1). Page 8425 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1271 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5722 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Page 9251 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 617 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Specifications Piston: Specifications Piston Diameter - production ................................................................................................................................ 98.970 - 99.008 mm (3.896 - 3.897 inch) Piston Diameter - service limit ......................................................................................................................................................... 98.950 mm (3.895 inch) Piston Pin Bore Diameter .................................................................................................................................................. 23.957 - 23.962 mm (0.943 inch) Piston Ring Groove Width ............................................................................................................................................ 1.22 1.24 mm (0.048 - 0.049 inch) Piston to Bore Clearance - production ............................................................................................................. - 0.008 - 0.048 mm (- 0.0003 0.0018 inch) Piston to Bore Clearance - service limit - Maximum ......................................................................................................................... 0.080 mm (0.003 inch) Page 493 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 2489 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 911 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 7598 Page 5309 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 6979 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 1068 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 55 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1836 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7634 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 808 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12137 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8848 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 5493 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9077 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7370 Body Control Module (BCM) C3 (Part 1) Page 7064 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Engine - Intake Manifold Inspection/Replacement Intake Manifold: Technical Service Bulletins Engine - Intake Manifold Inspection/Replacement INFORMATION Bulletin No.: 00-06-01-026C Date: February 03, 2010 Subject: Intake Manifold Inspection/Replacement After Severe Internal Engine Damage Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 00-06-01-026B (Section 06 - Engine). When replacing an engine due to internal damage, extreme care should be taken when transferring the intake manifold to the new Goodwrench service engine long block. Internal damage may result in the potential discharge of internal engine component debris in the intake manifold via broken pistons and/or bent, broken, or missing intake valves. After removing the intake manifold from the engine, the technician should carefully inspect all of the cylinder head intake ports to see if the valve heads are still present and not bent. Usually when the valve heads are missing or sufficiently bent, internal engine component debris will be present to varying degrees in the intake port of the cylinder head. If this debris is present in any of the cylinder head intake ports, the intake manifold should be replaced. This replacement is required due to the complex inlet runner and plenum configuration of most of the intake manifolds, making thorough and complete component cleaning difficult and nearly impossible to verify complete removal of debris. Re-installation of an intake manifold removed from an engine with deposits of internal engine component debris may result in the ingestion of any remaining debris into the new Goodwrench service engine. This may cause damage or potential failure of the new service engine. Disclaimer Page 12961 Tighten the sensor nut to 7 Nm (62 inch lbs.). 4. Important: Before reinstalling the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting. ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for the outer bead. Install the tire on the wheel. 5. Important: A service replacement tire pressure sensor is shipped in OFF mode. In this mode the sensors unique identification code cannot be learned into the antenna modules memory. The sensor must be taken out of OFF mode by spinning the tire/wheel assembly above 32 km/h (20 mph) in order to close the sensors internal roll switch for at least 10 seconds. Install the tire/wheel assembly on the vehicle. 6. Lower the vehicle. 7. Learn the tire pressure sensors. Refer to Tire Pressure Sensor Learn. Page 12676 Power Steering Line/Hose: Service and Repair Power Steering Return Hose Replacement Power Steering Return Hose Replacement (LZ4/LZE/LZ9) Page 11944 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 9290 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 2693 Page 2584 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 864 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 4108 Drive Belt Tensioner: Service and Repair Drive Belt Tensioner Replacement Removal Procedure 1. Remove the drive belt. 2. Remove the drive belt tensioner bolt. 3. Remove the drive belt tensioner. Installation Procedure 1. Install the drive belt tensioner. 2. Notice: Refer to Fastener Notice. Install the drive belt tensioner bolt. Page 185 * Dealers using WINs: Add 0.2 hours to the labor time for administrative allowance for the module exchange. Dealers using GWM: Submit 0.2 hours administrative allowance under "Administration Time" for the module exchange. ** The $25 represents the additional net amount allowed for the module exchange. *** Dealers are to claim only administrative allowance of 0.2 hours when the module is replaced by Masscomp's Mobile Unit. Dealers using WINS should submit the 0.2 hours administrative allowance in labor time. Dealer using GWM should submit the 0.2 hours administrative allowance under Administrative Time. Customer Notification OnStar will notify customers of this program on their vehicle. Dealer Program Responsibility All unsold new vehicles in dealers'/retailers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers/retailers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through April 30, 2011. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer/retailer listing, are to be contacted by the dealer/retailer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. Page 11113 Brake Caliper: Service and Repair Brake Caliper Overhaul - Rear Brake Caliper Overhaul - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Remove the rear brake caliper from the vehicle. 2. Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when applying compressed air. The piston(s) can fly out with force and could result in serious bodily injury. Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough air to ease the pistons out of the bores. If the pistons are blown out, even with the padding provided, it may be damaged. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Remove the retaining ring that secures the dust boot to the caliper housing. 4. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot seal. 5. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard the piston seal. Page 6417 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 3548 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 6732 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 405 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 8886 Page 8021 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5680 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9472 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8050 1. Install the O-ring (11) to the VSS (10). 2. Install the VSS (10). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the VSS bolt (9). Tighten the bolt (9) to 12 Nm (106 inch lbs.). 4. Connect the VSS electrical connector. 5. Install the right front tire and wheel. 6. Lower the vehicle. Page 10719 3. Mount J 41048 in a vise and proceed as follows: 1 Position the inboard end (1) of the halfshaft assembly in tool J 41048. 2 Align the top of seal neck on the bottom die using the indicator. 3 Place the top half of the J 41048 on the lower half. 4 Before proceeding, ensure there are no pinch points on the halfshaft inboard seal. This could cause damage to the halfshaft inboard seal. 5 Insert the bolts (2). 6 Tighten the bolts by hand until snug. Page 278 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 1908 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6730 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 3472 5. Connect the I/P module connector (1) to the vehicle harness connector (2). 6. Install the CPA to the I/P module connector (1). 7. Install the right outer trim cover to the I/P (3). 8. Connect the seat belt retractor pretensioner - RF connector (2) to vehicle harness connector (1). 9. Install the CPA (3) to the seat belt retractor pretensioner - RF connector (2). 10. Install the lower center pillar trim. 11. Connect the steering wheel module coil connector (1) to the vehicle harness connector (3). 12. Install the CPA to the steering wheel module coil connector (1). 13. Install the left outer trim cover to the I/P. Page 4669 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4458 9. Reposition the thermal bypass hose clamp at the crossover pipe. 10. Remove the thermal bypass hose from the crossover pipe. 11. Remove the coolant crossover pipe bolts. 12. Remove the coolant crossover pipe. Installation Procedure Page 3510 Page 8104 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 12644 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 6737 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 2. Remove the intake manifold cover, if necessary. 3. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 4. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. Page 2525 Page 1022 Page 5685 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 4116 Engine Mount: Service and Repair Engine Mount Replacement Engine Mount Replacement Removal Procedure 1. Remove the tire and wheel. 2. Remove the engine splash shield. 3. Remove the engine mount to frame nuts. 4. Place an adjustable jack and a block of wood under the oil pan. 5. Remove the engine mount bracket bolts. 6. Using the adjustable jack and block of wood, raise the engine until the engine mount/bracket can be removed. 7. Remove the engine mount/bracket from the vehicle. Page 7847 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 858 Page 1932 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6745 Page 1632 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12858 3. Install the outer tie rod to the steering knuckle. 4. Connect the front lower control arm ball stud to the knuckle. 5. Install the front wheel drive shaft bearing. 6. Lower the vehicle. 7. Inspect the front wheel alignment and adjust, if necessary. Refer to Measuring Wheel Alignment. Page 2326 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 700 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1762 Combination Switch: Diagrams Turn Signal/Multifunction Switch C1 Page 850 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1927 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1939 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Bezel Replacement - Front Door Switch Power Door Lock Switch: Service and Repair Bezel Replacement - Front Door Switch BEZEL REPLACEMENT - FRONT DOOR SWITCH Page 464 engine OFF. 8. Turn off the Tech 2. 9. Turn on the Tech2. 10. Connect the Tech 2 to the vehicle and the TIS terminal. 11. On the TIS terminal go into SPS Programming. 12. Select Pass Thru programming. 13. Follow instruction on the TIS terminal. When you get to the Supported Controllers screen: 13.1. Scroll down in the top box and select RCDLR (Remote Control Door Lock Receiver). 13.2. In the lower box select Normal. 13.3. Select Next. Important: Some vehicles will require additional selections in the module field before you can proceed and the "Next" button is functional. 14. When the Calibration Screen displays, select calibration 25808841 for vehicles that are NOT equipped with the remote start feature or calibration 25808842 for vehicles that are equipped with the remote start feature. After selecting a calibration, select Next. 15. Follow the on-screen prompts until programming is completed. 16. When programming is complete: 16.1. Turn off Tech2. 16.2. Turn the ignition switch to the OFF position. 17. Wait 30 seconds~. 18. Turn the ignition switch to the ON position with engine OFF. 19. Turn on the Tech 2. 20. Build the vehicle using the Tech 2. 21. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. 22. Run the Copy and Paste TPM Information Procedure (F1: Step 2). 23. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 24. Verify that the four Pressure Sensor IDs match those that were recorded in Step 5. 25. Go into diagnostics and check for DTC codes. 26. Clear all codes. Programming Remote Keyless Entry Transmitters (Vehicles in Inventory) Important: All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed in a single programming sequence. Once the Invalidate All Fobs selection is made or the RCDLR module has been reprogrammed, all learned transmitters are erased. Up to 8 transmitters can be programmed. Do not operate or program the transmitters in the vicinity of other vehicles that are in the keyless entry program mode. This prevents the programming of the transmitters to the incorrect vehicle. Program remote keyless entry transmitters. 1. With a scan tool, access the Remote Control Door Lock Receiver Module Setup menu. Select Program Key Fobs. Intake Manifold Cover Replacement Intake Manifold: Service and Repair Intake Manifold Cover Replacement Intake Manifold Cover Replacement Removal Procedure 1. Remove the engine oil fill cap. 2. Pull up on the cover in order to disengage the cover from the studs. Installation Procedure 1. Align the cover to the studs on the engine. Push down on the cover above the studs in order to engage the cover grommets to the studs. 2. Install the engine oil fill cap. Page 9457 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 5395 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 486 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 1139 Page 10640 1997-2000 M.Y. Only - Right Side Control Valve Body Assembly Page 9981 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1350 Page 9869 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 12882 Stabilizer Bushing: Service and Repair Rear Suspension Stabilizer Shaft Insulator Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the bolt from the stabilizer shaft insulator bracket (3). 3. Remove the stabilizer shaft insulator bracket. 4. Remove the stabilizer shaft insulator (2) from the stabilizer shaft. Installation Procedure 1. Install the stabilizer shaft insulator (2) to the stabilizer shaft. 2. Install the stabilizer shaft insulator bracket (3). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the stabilizer shaft bracket nuts. Tighten the bolts to 48 Nm (35 ft. lbs.). 4. Lower the vehicle. Page 10969 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9584 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2401 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 4460 5. Install the radiator inlet hose to the crossover pipe (3.5L shown, 3.9L similar). 6. Position the radiator inlet hose clamp at the crossover pipe. 7. Install the coolant recovery reservoir hose to the fill tube fitting. 8. Position the coolant recovery reservoir hose clamp at the fill tube fitting. 9. Install the power steering pump. 10. Install the drive belt idler pulleys. 11. Install the generator. 12. Install the intake manifold cover. Page 1833 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 8264 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 1583 Page 3605 Page 1815 Arrows and Symbols ARROWS AND SYMBOLS Page 1294 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2088 Page 12738 6. Connect the seat belt retractor pretensioner - LF connector (2) to vehicle harness connector (1). 7. Install the CPA (3) to the seat belt retractor pretensioner - LF connector (2). 8. Install the lower center pillar trim. 9. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 10. Replace both fuse center covers. 11. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 12. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Page 8672 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 8442 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2847 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Campaign - Unwanted Repeat Calls to OnStar(R) Technical Service Bulletin # 10037 Date: 100420 Campaign - Unwanted Repeat Calls to OnStar(R) CUSTOMER SATISFACTION Bulletin No.: 10037 Date: April 20, 2010 Subject: 10037 - Unwanted Repeat Calls to OnStar(R) Models: 2003 Buick LeSabre 2004-2006 Buick Rendezvous 2005 Buick LeSabre, Terraza 2005-2006 Buick LaCrosse/Allure 2006-2008 Buick Lucerne 2008 Buick LaCrosse/Allure 2008-2009 Buick Enclave 2003 Cadillac CTS 2004 Cadillac Escalade 2004-2005 Cadillac CTS-V, Deville 2005 Cadillac Escalade ESV, SRX 2005-2006 Cadillac STS 2005-2008 Cadillac CTS 2006-2008 Cadillac DTS 2007 Cadillac Escalade, Escalade EXT 2007-2008 Cadillac Escalade ESV 2008 Cadillac SRX, STS 2002 Chevrolet Impala 2003-2008 Chevrolet Suburban 2003-2009 Chevrolet Silverado 2004-2008 Chevrolet Impala 2005 Chevrolet Colorado, Corvette, Malibu 2005-2006 Chevrolet Uplander 2005-2008 Chevrolet Avalanche, Tahoe, TrailBlazer 2006 Chevrolet HHR, Monte Carlo 2006-2008 Chevrolet Equinox 2007-2008 Chevrolet Corvette 2008 Chevrolet HHR 2008-2009 Chevrolet Cobalt, Colorado, Malibu, Uplander 2003 GMC Envoy XL, Sierra, Yukon XL 2004-2008 GMC Yukon 2005-2009 GMC Sierra 2005-2008 GMC Yukon XL 2006-2008 GMC Envoy 2007 GMC Canyon 2007-2009 GMC Acadia 2006 HUMMER H2 2006-2008 HUMMER H3 2008 HUMMER H2 2003 Oldsmobile Silhouette 2005 Montana SV6 2005-2008 Pontiac Grand Prix 2006 Pontiac G6, Vibe 2007 Pontiac Montana SV6 2007-2008 Pontiac Solstice 2008 Pontiac G6, Torrent 2008-2009 Pontiac G5, G8 2009 Pontiac G3, Montana SV6 2005-2007 Saturn ION 2006-2009Saturn VUE 2007-2008 Saturn AURA, OUTLOOK, SKY Equipped with OnStar(R) (RPO UE1) Page 2167 2. Connect the engine oil pressure sensor electrical connector (1). 3. Install the oil pressure sensor heat shield and nut. Tighten the nut to 10 Nm (89 inch lbs.). 4. Lower the vehicle. Page 5220 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6290 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 11715 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9052 Page 1723 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1144 Page 12144 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2896 3. Press the locking tab on the end of the park lock cable assembly (1) into the slot in the ignition lock cylinder case. 4. Important: Press the turn signal switch housing firmly against the steering column tilt head in order for the screws from the turn signal and multifunction switch assembly to align. Install the turn signal switch housing. 5. Install the turn signal and multifunction switch assembly only. Page 404 Page 5870 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 13137 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 9594 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 152 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 628 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 5249 Engine Control Module: Description and Operation Throttle Actuator Control (TAC) System ENGINE CONTROL MODULE The engine control module (ECM) is the control center for the throttle actuator control (TAC) system. The ECM determines the drivers intent and then calculates the appropriate throttle response. The ECM achieves throttle positioning by providing a pulse width modulated voltage to the TAC motor. Page 5281 Page 9192 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 6317 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 7514 Page 4036 1. Lay the heater cord into place. 2. Install the heater cord clamp to the engine harness. 3. Install the heater cord clips (4, 5) to the transaxle. 4. Raise and support the vehicle. 5. Install the heater cord clip (3) to the engine block. 6. Connect the engine coolant heater cord (2) to the engine coolant heater. 7. Lower the vehicle. 8. Gather any slack and install the heater cord tape (1) at the diagonal brace. Page 7659 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1205 Engine Control Module (ECM) C2 (Part 2) Page 8928 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7423 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8955 Page 6168 Page 9648 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Diagrams Hood Ajar Switch (With RPO Code AP3) Page 5604 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 10033 Page 7922 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 8877 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 536 The service calibrations are currently available through the TIS terminal. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8209 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 2034 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9475 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 11758 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 11654 Page 2628 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3322 30. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb ft). 31. Remove the adjustable jackstand from under the frame. 32. Lower the transmission and remove the support. 33. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm(35 lb ft). 34. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb ft). Page 6788 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 6582 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7907 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9205 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 9667 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 9558 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2663 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6671 Page 2806 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 4587 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 13189 Page 1735 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 256 Disclaimer A/C - Unable To Change A/C Modes Control Module HVAC: Customer Interest A/C - Unable To Change A/C Modes Bulletin No.: 06-01-39-006 Date: July 12, 2006 TECHNICAL Subject: Unable To Change HVAC System Modes (Update HVAC Control Module Software) Models: 2006 Chevrolet Impala, Monte Carlo with Manual Control HVAC System (RPO CJ3) or Automatic Control HVAC System (RPO C67) Condition Some customers may comment that they are unable to change the modes in their Heating, Ventilation and Air Conditioning (HVAC) system or that the air is misdirected from the selected mode. The system will reset itself if turned to the defrost mode but the lockup could occur again when moved to other modes. Cause This condition may be caused by a logic lock-up in the HVAC control module. Correction Technicians are to reprogram the HVAC control module with an updated software calibration. The new calibration was released beginning with TIS satellite data update version 6.5 which was made available on June 12, 2006. As always, make sure your Tech 2(R) is updated with the latest software version. It is recommended that the HVAC actuators be recalibrated after the HVAC control module software is updated. Refer to Re-Calibrating Actuators in the HVAC section of SI for more information. Warranty Information For vehicles repaired under warranty, use the table. Page 13207 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 5643 Page 65 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12198 Page 5082 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9401 6. Install the steering column tilt head components. 7. Install the ignition switch only. 8. Install the ignition lock cylinder. 9. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 281 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 12166 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5987 Page 6380 9. Connect the left side spark plug wires to the ignition coil. 10. Connect the left side spark plug wires to the spark plugs. 11. Install the intake manifold cover. Page 5317 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9027 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Page 10389 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7606 Page 10766 1. Position the flywheel to the crankshaft. 2. Install the flywheel bolts finger tight. 3. Use the J37096 to secure the flywheel in order to prevent the crankshaft from rotating. Notice: Refer to Fastener Notice. 4. Tighten the engine flywheel bolts. Tighten the bolts to 70 Nm (52 ft. lbs.). 5. Install the automatic transaxle, if equipped. Page 10816 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the pressure control solenoid (PCS) electrical connector. 3. Remove the PCS retaining clip (314E). 4. Remove the PCS (322). Installation Procedure 1. Install the PCS (322). 2. Install the PCS retaining clip (314E). 3. Connect the PCS electrical connector. 4. Install the case side cover. Page 1279 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 9296 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5206 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 12836 4. Position the rear wheel spindle rod to the knuckle. 5. Install the retaining bolts and nuts to the knuckle. Tighten the nut to 150 Nm (111 ft. lbs.). 6. Install the stabilizer shaft to the rear suspension support. 7. Connect the brake lines to the rear suspension support. 8. Install the parking brake cables and the tensioner. 9. Install the exhaust pipe. 10. Install the tires and wheels. 11. Lower the vehicle. 12. Adjust the rear wheel alignment. Refer to Measuring Wheel Alignment. Page 4095 Drive Belt: Testing and Inspection Drive Belt Falls Off Diagnosis Drive Belt Falls Off Diagnosis Diagnostic Aids ^ If the drive belts repeatedly fall off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Page 8437 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7732 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2033 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9202 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 1633 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 10425 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Locations LF Of The Engine Compartment Page 10052 Arrows and Symbols ARROWS AND SYMBOLS Page 9970 Conversion - English/Metric (Part 1) Page 12233 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 849 Passenger Car Zoning PASSENGER CAR ZONING Page 8717 Arrows and Symbols ARROWS AND SYMBOLS Page 13142 Wheels: Description and Operation Replacement Wheels Description Replace the wheel if any of the following conditions exist: ^ The wheel exhibits excessive runout. ^ The wheel is bent. ^ The wheel is cracked. ^ The wheel is severely rusted. ^ The wheel is severely corroded. Important: Air leaks caused by porosity on aluminum wheels are repairable. ^ The wheel leaks air. Caution: If you are replacing the wheel(s), the wheel stud(s), the wheel nut(s) or the wheel bolt(s), install only new GM original equipment parts. Installation of used parts or non-GM original equipment parts may cause the wheel to loosen, loss of tire air pressure, poor vehicle handling and loss of vehicle control resulting in personal injury. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Replace the wheel, the wheel studs and the wheel/nuts, or the wheel bolts if applicable, if any of the following conditions exist: ^ The wheel has elongated bolt holes. ^ The wheel/nuts, or bolts if applicable, loosen repeatedly. Steel wheel identification is stamped into the wheel near the valve stem. Aluminum wheel identification is cast into the inboard side of the wheel. Steel Wheel Repair Description Notice: Do not heat wheels in an attempt to soften them for straightening or repair damage from striking curbs, etc. Do not weld wheels. The alloy used in these wheels is heat-treated and uncontrolled heating from welding affects the properties of the material. Notice: The use of tubes in tubeless tires is not a recommended repair due to the fact that speed ratings are greatly reduced. You can repair porosity in aluminum wheels. If leaks are found in a steel wheel, replace the wheel with a wheel of original equipment quality. Page 10516 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 219 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 6256 Page 2635 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1692 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 12244 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 3872 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 7626 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Page 11588 Page 8731 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Specifications Timing Cover: Specifications Engine Front Cover Bolt ...................................................................................................................... ..................................................... 25 Nm (18 ft. lbs.) Page 9069 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5509 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2519 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 7664 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7190 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Diagram Information and Instructions Fuse: Diagram Information and Instructions Electrical Symbols Locations LF Of The Engine Compartment Page 5597 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6601 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 6618 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1852 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7894 Oxygen Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 462 Make certain all tool connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for the Body Control Module (BCM) 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. ^ If the vehicle will not start, test and charge the battery. Refer to SI for battery testing and charging information, if required. ^ If the battery will not hold a charge, replace the battery. Do NOT replace the battery unless it can't be charged or a leak and/or physical damage is present. 2. Connect the Tech 2 to the vehicle and the TIS terminal. 3. Turn the ignition to the ON position with the engine OFF. 4. After all warning chimes inside the vehicle have stopped, turn on the Tech 2. 5. On the TIS terminal go into SPS Programming. 6. Select Pass Thru programming. 7. Follow instruction on the TIS terminal. When you get to the Supported Controlers screen. 7.1. Scroll down in the top box and select BCM (Body Control Module). 7.2. In the lower box select Normal. 7.3. Select Next. Important: Vehicles without the Driver Information Center (DIC) and power door locks/windows will have two calibrations from which to choose. A selection is required before you can select NEXT. Select calibration 25814828. Do not select calibration 25788372. 8. Select NEXT when the calibrations screen displays. 9. Follow on-screen prompts until programming is completed. 10. When programming is complete. 10.1. Turn off Tech2(R). 10.2. Turn the ignition switch to the OFF position. 11. Wait 30 seconds. 12. Turn the ignition switch to the ON position with engine OFF. 13. Turn on the Tech2(R). 14. Go into diagnostics and check for DTC codes. 15. Clear all codes. Page 9792 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8583 Fuel Filler Hose: Service and Repair FILLER TUBE REPLACEMENT REMOVAL PROCEDURE IMPORTANT: Clean the fuel and evaporative emission (EVAP) connections and surrounding areas prior to disconnecting the lines in order to avoid possible system contamination. 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Remove the fuel fill pipe screws from the fuel filler pocket. 3. Raise and support the vehicle. Refer to Vehicle Lifting. 4. Remove the fill pipe bracket bolt (4) from the underbody rail. 5. Remove the EVAP line (2) from the bracket (3). Page 9285 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2459 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 7650 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9111 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Page 3576 Page 3780 Tighten the sensor nut to 7 Nm (62 inch lbs.). 4. Important: Before reinstalling the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting. ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for the outer bead. Install the tire on the wheel. 5. Important: A service replacement tire pressure sensor is shipped in OFF mode. In this mode the sensors unique identification code cannot be learned into the antenna modules memory. The sensor must be taken out of OFF mode by spinning the tire/wheel assembly above 32 km/h (20 mph) in order to close the sensors internal roll switch for at least 10 seconds. Install the tire/wheel assembly on the vehicle. 6. Lower the vehicle. 7. Learn the tire pressure sensors. Refer to Tire Pressure Sensor Learn. Page 4919 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9458 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 5242 Engine Control Module (ECM) C2 (Part 2) Page 4479 Page 11425 1. Install the negative battery cable terminal (4) to the battery. 2. Tighten the negative battery cable terminal nut. NOTE: Refer to Fastener Notice. Tighten the nut to 15 N.m (11 lb ft). 3. Set the clock and program the radio stations back into the radio as recorded at the beginning of the procedure. Refer to Radio/Audio System Description and Operation. Page 6025 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 11737 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7132 Malfunction Indicator Lamp: Testing and Inspection MALFUNCTION INDICATOR LAMP (MIL) DIAGNOSIS DIAGNOSTIC FAULT INFORMATION IMPORTANT: Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle CIRCUIT/SYSTEM DESCRIPTION Ignition voltage is supplied to the malfunction indicator lamp (MIL). The engine control module (ECM) turns the MIL ON by grounding the MIL control circuit. CIRCUIT/SYSTEM VERIFICATION The MIL should turn ON and OFF when commanded with a scan tool. CIRCUIT/SYSTEM TESTING 1. Turn OFF the ignition. 2. Disconnect the ECM. 3. Turn ON the ignition with the engine OFF. - If the MIL is still ON, test the MIL control circuit for a short to ground. - If the MIL control circuit tested OK and the MIL stayed ON, replace the instrument panel cluster (IPC). - If the MIL control circuit tested OK and the MIL went out when the ECM was disconnected, replace the ECM. 4. Measure for 12 volts from the MIL ignition voltage circuit in the ECM harness connector to a ground. - If there is less than 12 volts, test the MIL ignition voltage circuit for an open, or a short to ground and an open fuse. 5. Remove the fuse that supplies voltage to the MIL. 6. Measure for less than 1 volt from the MIL control circuit in the ECM harness connector to a good ground. - If there is more than 1 volt, test the MIL control circuit for a short to voltage. 7. Install the fuse that supplies voltage to the MIL. 8. The MIL should illuminate with a 3-amp fused jumper wire connected between the MIL control circuit in the ECM harness connector and a good ground. If the MIL does not illuminate, test the MIL control circuit for an open or high resistance. - If the MIL control circuit tests OK, replace the IPC. - If the MIL does illuminate, but does not when commanded ON with a scan tool, replace the ECM. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. Refer to Control Module References for ECM replacement, setup, and programming. See: Testing and Inspection/Programming and Relearning - Refer to Instrument Panel Cluster (IPC) Replacement. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Page 6185 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 12857 Front Steering Knuckle: Service and Repair Front Suspension Steering Knuckle Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the bearing/hub assembly. 3. Remove the front lower control arm ball stud. 4. Remove the outer tie rod end from the steering knuckle. 5. Scribe the strut to the knuckle. 6. Remove the bolts and nuts attaching the strut to the knuckle. 7. Remove the knuckle from the vehicle. Installation Procedure 1. Install the knuckle to the vehicle. 2. Notice: Refer to Fastener Notice. Install the bolts and nuts attaching the strut to the knuckle. Tighten the strut to knuckle bolts to 130 Nm (96 ft. lbs.). Page 13028 Frequently Asked Questions Disclaimer OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 6706 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 1681 Arrows and Symbols ARROWS AND SYMBOLS Page 3515 Page 8609 Page 11833 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2179 Passenger Car Zoning PASSENGER CAR ZONING Page 10543 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 9895 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 11616 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Fluid: Customer Interest Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 3582 Page 6701 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10367 Page 6071 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5873 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 4662 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Ignition Lock Cylinder Replacement Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Replacement Ignition Lock Cylinder Replacement Page 3360 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Page 2448 Campaign - Power Steering Hose Replacement Technical Service Bulletin # 06072 Date: 061017 Campaign - Power Steering Hose Replacement Subject: Customer Satisfaction - Power Steering Hose Leak # 06072 - (10/17/2006) Models: 2006 Chevrolet Impala, Monte Carlo w/V6 & V8 Engine 2005-2006 Pontiac Grand Prix w/V8 Engine Registered in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming *********THIS PROGRAM IS IN EFFECT UNTIL OCTOBER 31, 2007********* Condition Customers in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming have reported an unusual number of power steering fluid leaks involving the power steering fluid return line in certain 2006 Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005-2006 Pontiac Grand Prix vehicles equipped with a V8 engine. When these vehicles are started at temperatures of -20°C (-4°F) or below, the pressure on the hose is substantially higher than in warmer conditions and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in power steering assist. If enough fluid is lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, and a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided through the applicable system listed below. Dealers will not have a report available if they have no involved vehicles currently assigned. --- US dealers - GM DealerWorld Recall Information --- Canadian dealers - GMinfoNet Recall Reports The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 11490 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7551 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9746 Shift Interlock Solenoid: Diagrams Automatic Transmission Shift Lock Control Connector End Views A/T Shift Lock Control Solenoid Assembly Page 10653 Valve Body: Diagrams Oil Pump Bolts Component Location Oil Pump Bolts 230 - Pump Body to Case Bolt M6 X 1.0 X 95.0 (2) 230 - Pump Body to Case Bolt M6 X 1.0 X 95.0 (2) 231 - Pump Cover to Case Cover Bolt M6 X 1.0 X 87.5 (9) 231 - Pump Cover to Case Cover Bolt M6 X 1.0 X 87.5 (9) 231 - Pump Cover to Case Cover Bolt M6 X 1.0 X 87.5 (9) 231 - Pump Cover to Case Cover Bolt M6 X 1.0 X 87.5 (9) Page 10708 3. The swage ring is swaged using J 41048 by the following method: 1. Position the outboard end of the halfshaft assembly (1) in J 41048. 2. Align the swage ring. 3. Place the top half of J 41048 on the lower half of J 41048. 4. Notice: Do not cut through the wheel drive shaft inboard seal during service. Cutting through the seal may damage the sealing surface of the housing and the tripot bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint. Notice: Refer to Fastener Notice in Service Precautions. Important: Align the following items during this procedure: ^ The outboard seal (1) ^ The halfshaft bar ^ The swage ring Insert the bolts (2) and tighten by hand until snug. Tighten each bolt 180 degrees at a time using a ratchet wrench. Alternate between each bolt until both sides are bottomed. Page 3120 1. Install the passenger compartment air filter. 2. Install the left side of the right air inlet grill panel in to position. 3. Install the push pin retainers to the right air inlet grill panel. 4. Position the washer hose in to the right air inlet grill panel clips. 5. Install the rear hood seal. 6. Close the hood. 7. Return the windshield wipers to the PARK position. Specifications Temperature vs Resistance - Engine Coolant Temperature (ECT) Sensor Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Page 10909 Shift Solenoid: Connector Views 1-2 Shift Solenoid Valve Connector, Wiring Harness Side 2-3 Shift Solenoid Valve Connector, Wiring Harness Side Page 4557 Radiator Cooling Fan Motor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9707 Automatic Transmission Fluid Pressure Manual Valve Position Switch Connector, Wiring Harness Side Page 9025 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 6466 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6469 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 2638 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 2276 Page 7065 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 47 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2099 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4602 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9195 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 4102 Step 1 - Step 4 Step 1 - Step 2 Page 7177 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 4988 4. Remove and discard the catalytic converter to muffler gasket (2), if equipped with RPO LZE. 5. Remove and discard the catalytic converter to muffler seal, if equipped with RPO's LS4/LZ9. Installation Procedure Page 5044 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Rear Suspension Wheel Bearing: Service and Repair Rear Suspension Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Important: The wheel bearing in the rear wheel hub is integrated into one unit. The hub is non-serviceable. If the hub and/or bearing is damaged, replace the complete hub and bearing assembly. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tires and wheels. 3. Remove the brake rotor. Rear Wheel Speed Sensors 4. Remove the ABS electrical connector from the wheel speed sensor (1), if equipped. 5. Remove the park brake cable from the park brake actuator. 6. Remove the mounting bolts from the rear bearing/hub. 7. Remove the wheel bearing/hub and park brake assembly from the knuckle. 8. Remove the park brake actuator from the rear wheel bearing/hub. Installation Procedure 1. Install the park brake actuator to the rear wheel bearing/hub. Page 6058 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8124 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 5956 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6081 Page 11749 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9923 5. Disconnect the torque converter clutch pulse width modulation (TCC PWM) solenoid electrical connector. 6. Remove the TCC PWM solenoid retaining clip (314F). 7. Remove the TCC PWM solenoid (334). Installation Procedure 1. Install the TCC PWM solenoid (334). 2. Install the TCC PWM solenoid retaining clip (314F). 3. Connect the TCC PWM solenoid electrical connector. 4. Install the oil pump (200) to the valve body (300). Page 6088 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5498 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 6678 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 792 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 11166 The list shown is of labor operations for brake service. Disclaimer Page 2513 Page 12488 3. Attach the J 43485 to the J 35555 or equivalent. 4. Place the J 43485 on or in the pump reservoir filler neck. 5. Apply a vacuum of 68 kPa (20 in Hg) maximum. 6. If the vacuum drops again, repair or replace the pump. If the vacuum holds steady, continue to check the other parts of the steering system. 7. Important: Fluid must be free from bubbles and foam. Be aware of periodic bubbles that indicate a loose connection or leaking O-ring seal in the return hose or the pressure hose. Fluid must be free from discoloration. Observe the fluid. 8. If condition persists, replace the following parts: ^ The return hose clamps ^ The return hose O-rings ^ The pressure hose O-rings ^ The gear cylinder line O-rings ^ The reservoir to pump O-ring 9. Repeat the bleed procedure from the beginning. 10. Drive the vehicle approximately 16 km (10 mi) in order to warm the system to operating temperature. Evaluate vehicle on a smooth flat surface. 11. Verify the following conditions: ^ There is smooth power assist. ^ The vehicle operates quietly. ^ The pump maintains the proper fluid level. ^ There is not any leaking in the steering system. ^ The fluid is free of foam or discoloration. Page 2381 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6963 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2320 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Capacity Specifications Fluid - A/T: Capacity Specifications AUTOMATIC TRANSMISSION 4T65-E Bottom Pan Removal ........................................................................................................................... ....................................................... 7.0 liters (7.4 qts) Complete Overhaul .............................................................................................................................. .................................................. 9.5 Liters (10.0 qts) Dry ....................................................................................................................................................... ................................................ 12.7 Liters (13.4 qts) Measurements are approximate Page 3959 Wheel Fastener: Service and Repair Rear Suspension Wheel Stud Replacement ^ Tools Required J 6627-A Tie Rod Puller Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the rear wheel bearing/hub assembly. 4. Separate the backing plate from the rear hub. Refer to Disc Brake Backing Plate Replacement - Rear. 5. Use the J 6627-A in order to extract the stud (1) from the hub (2). Installation Procedure 1. Install a replacement stud in the wheel hub. 2. Add enough washers (3) in order to draw the stud into the hub (2). 3. Install the wheel nut (1) with the flat side against the washers (3). 4. Important: Fully seat the wheel stud against the hub flange (2). Tighten the wheel nut (1) until the wheel stud is fully seated against the hub flange. Page 13084 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 7220 Page 1258 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9862 Page 5690 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5318 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 4928 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 209 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 12536 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 9599 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9962 Page 3620 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2568 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2653 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6326 Page 9996 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Line/Hose: All Technical Service Bulletins Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 1133 Heater Hose Replacement - Outlet Heater Hose: Service and Repair Heater Hose Replacement - Outlet HEATER HOSE REPLACEMENT - OUTLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater outlet hose clamp at the heater core using the J 38185. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Remove the heater outlet hose from the heater core. 6. Remove the heater outlet hose from the engine. 7. Remove both heater outlet hose clamps from the heater outlet hose. INSTALLATION PROCEDURE 1. Install both heater outlet hose clamps to the heater outlet hose. Page 7880 2. Connect the engine oil pressure sensor electrical connector (1). 3. Install the oil pressure sensor heat shield and nut. Tighten the nut to 10 Nm (89 inch lbs.). 4. Lower the vehicle. Page 9179 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 12791 13. Install the steering column tilt head assembly (1) to the steering column jacket assembly (4). 14. Install the 2 pivot pins (3). 15. Stake the pivot pins location (2). 16. Install the following components onto the steering shaft assembly: 1 The adapter and bearing assembly (1) 2 The lower bearing seat (2) 3 The lower bearing spring (3) 4 The lower spring retainer (4) 5 The sensor retainer (5) 6 The steering shaft seal (6) 17. Install the linear shift assembly. 18. Install the 3 flat -head 6-lobed socket tapping screws The linear shift assembly must be out of the PARK position to install the lower socket tapping screw. Tighten the 3 flat-head 6-lobed lobed socket tapping screws to 10 Nm (89 inch lbs.). Page 11854 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5071 Page 876 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 1-2 shift solenoid electrical connector. 3. Remove the 1-2 shift solenoid retaining clip (314D) 4. Remove the 1-2 shift solenoid (315A). Installation Procedure 1. Install the 1-2 shift solenoid (315A). 2. Install the 1-2 shift solenoid retaining clip (314D). 3. Connect the 1-2 shift solenoid electrical connector. 4. Install the case side cover. Page 2718 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 3775 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 2776 Impact Sensor: Locations Left Front Door Components (Coupe) 1. Door Frame 2. Outside Rearview Mirror - Driver 3. Door Lock Switch - Driver 4. Outside Rearview Mirror Switch 5. Window Switch - Driver 6. Speaker - LF Door 7. Window Motor - Driver 8. Door Lock Actuator - Driver 9. Inflatable Restraint Side Impact Sensor (SIS) Left (AJ7) Page 373 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 10253 12. Ensure that no gap is present between the cap and the fitting. 13. Ensure that the yellow identification band on the tube is hidden within the quick connect fitting. 14. A hidden yellow identification band indicates proper joint seating. 15. Fill the transmission to the proper level with DEXRON III transmission fluid. Refer to Transmission Fluid Checking Procedure. Transmission Fluid Cooler Connector Replacement Transmission Fluid Cooler Connector Replacement Removal Procedure 1. Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to prevent damage or wear which may cause fluid loss. Page 9689 5. Notice: Refer to Fastener Notice in Service Precautions. Install the oil pump body and cover bolts (206,207). ^ Tighten the bolts (207) to 12 Nm (106 inch lbs.). ^ Tighten the bolts (206) to 16 Nm (12 ft. lbs.). 6. Reposition and connect the electrical connectors to the following: ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) ^ 2 - 3 Shift solenoid valve assembly (315B) ^ If equipped internal mode switch 7. Install the case side cover. Page 2114 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 10225 Fluid - A/T: Fluid Type Specifications AUTOMATIC TRANSAXLE FLUID DEXRON-VI Automatic Transmission Fluid. Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 2424 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 11159 Brake Rotor/Disc: Technical Service Bulletins Brakes - Rotor Lateral Runout Correction Information Bulletin No.: 01-05-23-001B Date: January 31, 2008 INFORMATION Subject: Brake Align(R) System for Brake Rotor Lateral Runout Correction Models: 2008 and Prior Passenger Cars Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-05-23-001A (Section 05 - Brakes). This bulletin is being issued to update General Motors position on correcting brake rotor lateral runout (Refer to Corporate Bulletin Number 00-05-22-002B for additional brake rotor service procedures). Certain conditions may apply to individual vehicles regarding specific repairs. Refer to those specific repairs in applicable service bulletins. Make sure other possible sources of brake pulsation, such as ABS pedal feedback, have been addressed before checking rotor runout. Anytime a new or refinished rotor is installed on a vehicle, the rotor must have .050 mm (.002 in) or less of lateral runout. This specification is important to prevent comebacks for brake pulsation. Until now, the only acceptable methods to correct brake rotor runout were to index or replace the rotor or to refinish the rotor using an on-vehicle brake lathe. GM has approved a new technology for the correction of lateral runout on new or refinished rotors. This new method is called Brake align(R)*. It will allow the technician to meet the .050 mm (.002 in) or less requirement for lateral runout by installing a specially selected, tapered correction plate between the rotor and the hub. The Brake Align(R) Correction system does NOT require the use of an on-vehicle brake lathe to correct for lateral runout. *We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items which may be available from other sources. The Brake Align(R) Starter Kit will include an ample supply of Correction Plates, in various correction sizes, that will cover most current GM passenger car applications. It will also include a Brake Align(R) tool kit containing a dial indicator and retaining washers along with other useful tools. Service Procedure Follow all the procedures referred to in Corporate Bulletin Number 00-05-22-002B. Dealers who have purchased the Brake Align(R) Starter Kit may use the following simplified runout correction procedure: The existing rotors must first be machined on an approved, well-maintained bench lathe to guarantee smooth, flat, and parallel surfaces. Should the rotors require replacement, please note that it is not necessary to machine new rotors. Make sure all the mating surfaces of the rotor and the hub are clean, using the J 42450-A wheel Hub Cleaning Kit. Mount the new or refinished rotor onto the vehicle hub using the retaining washers provided in the kit. Do not reinstall the caliper or wheel at this time. Tighten all the wheel nuts to the proper specification, using J 39544 Torque Socket or the equivalent. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor friction surface approximately 12.7 mm (1/2 in) from the rotors outer edge. Rotate the rotor and observe the total lateral runout. Index the rotor on the hub to achieve the lowest amount of lateral runout. This will require removal and reassembly of the rotor until the lowest total lateral runout reading is obtained. If this reading is .050 mm (.002 in) or less, the assembled rotor is within specification. The brake system may be reassembled. If total lateral runout is greater than .050 mm (.002 in), proceed with determining the correct Brake Align(R) Correction as follows: Rotate the rotor to locate the lowest dial indicator reading and set the dial to zero. Rotate the rotor to determine and locate the highest amount of lateral runout. Page 8576 5. Install the fuel feed line to the retainer. 6. Install the fuel/brake line retainer bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 7. Install the fuel feed line to the retainer. 8. Install the fuel/brake line push in retainer to the underbody. Page 7321 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Fuel Pressure Relief Fuel Pressure Release: Service and Repair Fuel Pressure Relief FUEL PRESSURE RELIEF PROCEDURE TOOLS REQUIRED J 34730-1A Fuel Pressure Gage CAUTION: Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete. 1. Disconnect the negative battery cable. 2. Install the J 34730-1A. 3. Loosen the fuel fill cap in order to relieve the fuel tank vapor pressure. 4. Install the drain hose from J 34730-1A into an approved container. 5. Open the valve on the J 34730-1A in order to bleed the system pressure. 6. Drain any fuel remaining in the gage into the approved container. 7. Once the system pressure is completely relieved, remove J 34730-1A. 8. The fuel connections are now safe for servicing. Page 11318 10. Remove the park brake shoe and actuator (4) from the backing plate (7). 11. Separate the park brake shoe from the actuator. Installation Procedure 1. Assemble the park brake shoe to the actuator (4). 2. Install the park brake shoe and actuator (4) onto the backing plate (7). 3. Position the park brake shoe, actuator (4), and backing plate (7) over the rear hub. 4. Install the park brake cable bracket (8) and the two retainers (9). ^ Tighten the bracket retainers to 10 Nm (89 inch lbs.). 5. Install the rear hub. The rear hub, backing plate, park brake cable bracket, and park brake actuator will be installed as an assembly. 6. Install and connect the rear park brake cable to the bracket at the rear wheel. 7. Connect the park brake cable return spring to the park brake actuator and bracket at the rear wheel. 8. Install the rear rotor. 9. Install the rear caliper bracket. 10. Install the rear tire and wheel assemblies. 11. Adjust the park brake system. 12. Lower the vehicle. Page 7528 Arrows and Symbols ARROWS AND SYMBOLS Page 7712 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 3606 Page 12040 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 13211 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6303 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit A/T- Slips/Overheats/Won't Shift/MIL ON/DTCs P0218/P0894 Differential: Customer Interest A/T- Slips/Overheats/Won't Shift/MIL ON/DTCs P0218/P0894 INFORMATION Bulletin No.: 08-07-30-016A Date: April 15, 2008 Subject: Diagnostic Information on MH1, MN8, MT1, M15 Transmission Slips, Will Not Shift or May Overheat, SES/MIL May be Illuminated, DTCs P0218, P0894 Set Models: 2006-2007 Buick Rendezvous, Terraza 2006-2008 Buick LaCrosse, Lucerne, Allure (Canada Only) 2008 Buick LaCrosse Super, Lucerne Super, Allure Super (Canada Only) 2006-2007 Cadillac DTS 2006-2007 Chevrolet Avalanche 2500 Series, Malibu, Malibu SS, Malibu Maxx SS, Monte Carlo, Monte Carlo SS, Silverado Classic, Suburban 2006-2008 Chevrolet Express, Impala, Impala SS, Uplander 2006-2007 GMC Sierra Classic, Yukon XL 2500 Series 2006-2008 GMC Savana 2006-2008 Pontiac Grand Prix, Grand Prix GTP, Grand Prix GXP, G6, Montana SV6 2006-2007 Saturn Relay with HYDRA‐MATIC(R) 4T80‐E (MH1), 4T65‐E (M15), 4L80E (RPO MT1) or 4L85E (RPO MN8) Automatic Transmission Supercede: This bulletin is being revised to add additional models. Please discard Corporate Bulletin Number 08-07-30-016 (Section 07 - Transmission/Transaxle). Notice: It is critical that all internal transmission components are thoroughly cleaned and the transmission cooler be flushed using the J 45096 transmission oil cooling system flush and flow test tool. It is also critical that the system be flushed in both directions to capture any friction material trapped in the cooler. Be sure to back-flush first to push material out of the cooler, following the instructions provided with the J 45096. The purpose of the bulletin is to provide technicians with additional diagnostic information on transmission slips, will not shift, or may overheat conditions. DTCs P0894 or P0218 may be set on the above transmissions. These conditions may be caused by friction material debonding from the Torque Converter Clutch (TCC). If any of these conditions are observed, the friction material from the TCC may have circulated throughout the transmission, the cooler lines, and the transmission cooler. Remove the transmission oil pan and inspect for friction material in the filter. If friction material is observed in the trans pan or filter, the torque converter is the possible cause and it will be necessary to disassemble the transmission completely for a cost comparison (include a torque converter and filter in the estimate). Refer to service bulletin 08-07-30-001 for cleaning and inspection instructions of the valve body assembly. After the cost comparison, either repair or replace the transmission in the most cost effective way. If it is necessary to replace the transmission, contact the Product Quality Center (PQC) per the most recent version of bulletin 02-07-30-029. Disclaimer Page 5270 Page 7536 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8657 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4026 Crankshaft Main Bearing: Service and Repair Camshaft Rear Bearing Hole Plug Replacement Removal Procedure 1. Remove the engine flywheel. 2. Remove the camshaft rear bearing hole plug. Installation Procedure 1. Coat the camshaft rear bearing hole plug with sealer GM P/N 12377901 (Canadian P/N 10953504) or equivalent. 2. Install the camshaft rear bearing hole plug. 3. Ensure that the camshaft rear bearing plug is installed to specifications. 4. Install the engine flywheel. Page 6438 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 3439 install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit - install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J29532, or equivalent, fluid tank valve, then disconnect the J29532, or equivalent, from the J35589-A. 23. Remove the J35589-A from the brake master cylinder reservoir. 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 25. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection. See: Brakes and Traction Control/Hydraulic System/Testing and Inspection/Component Tests and General Diagnostics/Brake System External Leak Inspection 2. If equipped with Antilock Brakes, using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. Refer to ABS Automated Bleed Procedure. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. 28. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. See: Brakes and Traction Control/Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures Page 10591 Transmission Mount: Service and Repair Transmission Mount Replacement - Left Transmission Mount Replacement - Left Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left tire and wheel assembly. 3. Remove left inner splash shield. 4. Position a transmission jack under the transaxle. 5. Remove the transaxle mount upper nuts from the transaxle bracket. 6. Carefully raise the transaxle assembly. 7. Remove the transaxle mount lower nuts from the frame. 8. Remove the transaxle mount from the frame. Installation Procedure 1. Position the transaxle mount to the frame. 2. Notice: Refer to Fastener Notice in Service Precautions. Install the transaxle mount lower nuts to the frame. Page 5939 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9598 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7003 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 12112 Passenger Car Zoning PASSENGER CAR ZONING Locations Main Relay (Computer/Fuel System): Locations Location View Page 7004 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6133 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5171 Passenger Car Zoning PASSENGER CAR ZONING Page 1665 Page 6127 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4549 Page 12580 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 13012 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Page 12655 7. Remove the left side transmission mount lower nuts from the frame. 8. Remove the right side engine mount lower nuts from the frame. 9. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 10. Support the rear of the frame (cradle) using an adjustable jackstand. 11. Remove the rear frame bolts from the frame. Caution To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 12. Lower the rear frame (cradle) no more than 76 mm (3 in). Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Engine, A/T Controls - Shared Diagnostic Trouble Codes Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 10407 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 6590 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 11742 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11740 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9038 Page 7518 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 12149 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7128 Application Table (Part 2) Location View Location View Page 13042 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Page 11851 Page 401 Page 9578 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6182 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 4543 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 12408 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Page 11908 Page 5469 Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 4457 Coolant Line/Hose: Service and Repair Coolant Crossover Pipe Replacement (RPO's LZE/LZ9) Removal Procedure 1. Remove the intake manifold cover. 2. Remove the generator. 3. Remove the drive belt idler pulleys. 4. Remove the power steering pump. 5. Reposition the coolant recovery reservoir hose clamp at the fill tube fitting. 6. Remove the coolant recovery reservoir hose from the fill tube fitting. Position the hose out of the way. 7. Reposition the radiator inlet hose clamp at the crossover pipe (3.5L shown, 3.9L similar). 8. Remove the radiator inlet hose from the crossover pipe. Page 13170 Wheel Fastener: Service and Repair Rear Suspension Wheel Stud Replacement ^ Tools Required J 6627-A Tie Rod Puller Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the rear wheel bearing/hub assembly. 4. Separate the backing plate from the rear hub. Refer to Disc Brake Backing Plate Replacement - Rear. 5. Use the J 6627-A in order to extract the stud (1) from the hub (2). Installation Procedure 1. Install a replacement stud in the wheel hub. 2. Add enough washers (3) in order to draw the stud into the hub (2). 3. Install the wheel nut (1) with the flat side against the washers (3). 4. Important: Fully seat the wheel stud against the hub flange (2). Tighten the wheel nut (1) until the wheel stud is fully seated against the hub flange. Page 6879 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2842 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5683 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7914 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 3165 Important Before installing the new gaskets, make sure that the mating surfaces on the crossover manifold and cylinder head are completely clean and that NO OIL or OIL RESIDUE exists. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 1588 Passenger Car Zoning PASSENGER CAR ZONING Page 6675 Arrows and Symbols ARROWS AND SYMBOLS Page 4596 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 12110 Page 10973 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 12856 4. Connect the rear wheel spindle rods to the knuckle. 5. Install the bearing/hub assembly. 6. Notice: Refer to Fastener Notice in Service Precautions. Tighten the strut to knuckle bolts (2) and nuts (1). Tighten bolts to 120 Nm (89 ft. lbs.). 7. Install the tire and wheel assembly. 8. Lower the vehicle. 9. Inspect the rear wheel alignment, adjust if necessary. Refer to Measuring Wheel Alignment. Page 8840 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7928 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 12704 If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 16. Install the connector to the sensor. 17. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A flush rotor flange cuff (4) ^ An alignment mark (3) for installation 18. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 19. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 20. Install the connector to the sensor. 21. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A flush rotor flange cuff (5) ^ An alignment mark (4) for installation ^ A foam ring (6) 22. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 23. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. Page 8023 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 12193 Page 1192 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 5058 Page 6207 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10008 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 11641 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 816 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7408 Page 10662 5. Notice: Refer to Fastener Notice in Service Precautions. Install the valve body bolts (374-381, 384). ^ Tighten the M6 X 1.0 X 20 bolt (381) to 8 Nm (70 inch lbs.). ^ Tighten the M6 X 1.0 X 30 bolt (376) to 12 Nm (106 inch lbs.). ^ Tighten the M6 X 1.0 X 45 bolt (377) to 12 Nm (106 inch lbs.). ^ Tighten the M6 X 1.0 X 55 bolt (378) to 12 Nm (106 inch lbs.). ^ Tighten the M6 X 1.0 X 60 bolt (375) to 12 Nm (106 inch lbs.). ^ Tighten the M6 X 1.0 X 65 bolt (374) to 12 Nm (106 inch lbs.). ^ Tighten the M6 X 1.0 X 85 bolt (384) to 12 Nm (106 inch lbs.). ^ Tighten the M6 X 1.0 X 95 bolt (379) to 16 Nm (11 ft. lbs.). ^ Tighten the M8 X 1.25 X 90 bolt (380) to 25 Nm (18 ft. lbs.). 6. Install the oil pump. 7. Install the case side cover. Page 11431 8. Install the positive battery cable (2) to the starter motor. 9. Install the starter solenoid BAT terminal nut (3) to the starter. Tighten the nut to 10 N.m (89 lb in). 10. Install the front lower air deflector. 11. Lower the vehicle. 12. Install the positive battery cable (2) to the BEC. 13. Install the positive battery cable junction block lead nut (1). Tighten the nut to 10 N.m (89 lb in). 14. Install the BEC cover. Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Page 146 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2644 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 12287 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 162 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6094 Page 558 Page 12061 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8472 Application Table (Part 2) Location View Location View Page 8712 Page 12261 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1666 Page 5494 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 10523 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 4245 28. Position the hoses/pipes. 29. Install the heater inlet and outlet hoses/pipes to the engine pipes and the throttle body studs. 30. Install the heater inlet and outlet hose/pipe clamp nuts to the throttle body studs. Tighten the nuts to 10 Nm (89 inch lbs.). 31. Position the heater inlet and outlet hose/pipe clamps at the engine pipes. 32. Install the brake booster vacuum hose to the intake manifold. Page 8395 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 7538 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 13000 Frequently Asked Questions Disclaimer Page 8566 5. Install the fuel feed line to the retainer. 6. Install the fuel/brake line retainer bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 7. Install the fuel feed line to the retainer. 8. Install the fuel/brake line push in retainer to the underbody. Page 11184 3. Using a micrometer calibrated in thousandths-of-a-millimeter, or ten-thousandths-of-an-inch, measure and record the thickness of the brake rotor at four or more points, evenly spaced around the rotor. Ensure that the measurements are only taken within the friction surfaces and that the micrometer is positioned the same distance from the outer edge of the rotor, about 13 mm (1/2 inch), for each measurement. 4. Calculate the difference between the highest and lowest thickness measurements recorded to obtain the amount of thickness variation. 5. Compare the thickness variation measurement to the following specification: Brake rotor maximum allowable thickness variation: 0.02 mm (0.001 inch) 6. Important: Whenever a brake rotor is refinished or replaced, the assembled lateral runout (LRO) of the rotor must be measured to ensure optimum performance of the disc brakes. If the brake rotor thickness variation measurement exceeds the specification, the rotor requires refinishing or replacement. Page 5185 Conversion - English/Metric (Part 1) Page 6747 Page 7830 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7122 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Page 10341 Transmission Temperature Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 9832 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 2241 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7523 Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Fluid: All Technical Service Bulletins Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 7807 Conversion - English/Metric (Part 1) Page 1104 - Ignition is turned ON. - Park lamps are ON. - Keyless entry or remote start message The BCM will enter a sleep state when all of the following conditions exist: The ignition switch is OFF. - No activity exists on the serial data line. - No outputs are commanded. - No delay timers are actively counting. - No wake-up inputs are present. If all these conditions are met, the BCM will enter a low power or sleep condition. Page 10459 3. If equipped with a steering column shift control, install the automatic transmission range selector cable to the shift control lever. 4. Install the left knee bolster bracket. Page 10947 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5601 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9644 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 4509 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 10970 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3558 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6657 Page 9975 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 5747 Passenger Car Zoning PASSENGER CAR ZONING Page 1239 Fuel Pump Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 12060 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6722 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11852 Page 8417 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 2502 Page 10824 1. Install the automatic shift lock actuator to the base of the shift lock control and the pivot point (1). Page 10601 Input Speed Sensor Connector, Wiring Harness Side Page 1409 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2437 Page 7778 LF Of The Engine Compartment Page 8853 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 6171 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9054 Arrows and Symbols ARROWS AND SYMBOLS Page 2146 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 4297 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Service and Repair Trailing Arm: Service and Repair Trailing Arm Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the bolt (6) and nut (2) from the trailing arm (3) and the knuckle (8). 3. Remove the nut (4) and bolt (7) from the trailing arm (3) and the trailing arm bracket. 4. Remove the trailing arm (3) from the vehicle. Installation Procedure 1. Install the trailing arm (3) to the trailing arm bracket. Notice: Refer to Fastener Notice. 2. Install the bolt (7) and nut (4) to the trailing arm (3) and the trailing arm bracket. Tighten Tighten the bolt and nut to 105 N.m (77 lb ft). 3. Install the trailing arm (3) to the knuckle (8). 4. Install the bolt (6) and nut (2) to the trailing arm (3) and the knuckle (8). Tighten Tighten the nut to 240 N.m (177 lb ft). Page 9245 Page 3055 7. Disconnect the right side spark plug wires from the right side spark plugs. 8. Disconnect the left side spark plug wires from the ignition coil. 9. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 10. Remove the right side spark plug wire clip from the ignition coil bracket. 11. Remove the spark plug wire assembly. INSTALLATION PROCEDURE 1. Install the spark plug wire assembly. 2. Install the right side spark plug wire clip at the ignition coil bracket. 3. If only one plug wire was replaced, install the plug wire and close the retaining clip. 4. Connect the right side spark plug wires to the ignition coil. 5. Connect the right side spark plug wires to the right side spark plugs. 6. Install the spark plug wire assembly. 7. Install the left side spark plug wire clips at the intake manifold bracket and heater inlet and outlet pipe. 8. If only one plug wire was replaced, install the plug wire and close the retaining clips. Page 6793 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3564 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 1359 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3642 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 12601 Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 23. Move the other clip to the front of the cradle and replace with glued isolator (2). Note The hole should be drilled using a 7/32 in drill bit and is located 402mm (15-13/16 in) from the weld and 19mm (3/4 in) from the top of the cradle. The z-bracket should be riveted to the cradle using P/N 10125439 (instruction sheet may show P/N 11516301, but it may not be available). 24. Drill a hole in the cradle through the z-bracket. Note The hole should be drilled using 1/4 in drill bit and is located 40mm (1-9/16 in) from the weld and 16mm (5/8 in) from the top of the cradle. 25. Drill to fit clip in front of cradle (3). 26. Remove the cardboard protector from fin cooler. 27. Install the right side engine mount and bracket to the vehicle. 28. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb ft). 29. Raise the rear of the frame (cradle) using an adjustable jackstand. Page 1041 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6754 Page 1662 Page 2542 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 137 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11829 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1508 Page 7367 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 216 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 11819 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 5278 Page 12658 30. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb ft). 31. Remove the adjustable jackstand from under the frame. 32. Lower the transmission and remove the support. 33. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm(35 lb ft). 34. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb ft). Page 1168 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 294 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 9353 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 4672 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 8304 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 11759 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 9128 4. Connect the left side spark plug wires to the ignition coil. 5. Connect the ignition coil electrical connector (6). 6. Connect the MAP sensor electrical connector (1). 7. Install the intake manifold cover. Page 4897 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 79 Page 658 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 10837 Page 8032 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6661 Page 10723 8. Place approximately half of the grease from the service kit in the halfshaft inboard seal. Use the remainder of the grease to repack the housing. 9. Important: Ensure the trilobal tripot bushing (3) is flush with the face of the housing (1). Install the new trilobal tripot bushing (3) to housing (1). 10. Position the larger new seal retaining clamp (2) on the halfshaft inboard seal. 11. Slide the housing (1) over the tripot joint spider assembly on the halfshaft bar. 12. Slide the large diameter of the halfshaft inboard seal (2), with the larger clamp (3) in place, over the outside of the trilobal tripot bushing and locate the lip of the seal in the groove. 13. Important: Page 6105 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1729 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 4621 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7509 Page 8691 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Page 7198 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Diagrams Manifold Absolute Pressure (MAP) Sensor Locations LF Of The Engine Compartment Page 126 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7890 Page 8516 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 7722 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 9165 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4258 Install # 2 Self Drill Screws 38 mm (1.5 in) long, eight needed, (1) and tighten down flush to the plate. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Install the force screw (1) and back off both jam nuts (2) and continue to turn the force screw (1) into the removal plate to remove the seal from the crankshaft. Locations Ambient Light Sensor: Locations I/P Components A/T - Revised Converter Check Valve/Cooler Line Fitting Torque Converter Check Valve: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Page 10726 10. Place a brass drift against the CV joint cage (1). 11. Tap gently on the brass drift with a hammer in order to tilt the cage (1). 12. Remove the first chrome alloy ball (2) when the CV joint cage (1) tilts. 13. Tilt the CV joint cage (1) in the opposite direction to remove the opposing chrome alloy ball (2). 14. Repeat this process to remove all 6 of the balls. 15. Pivot the CV joint cage (4) and the inner race 90 degrees to the center line of the outer race (2). At the same time, align the cage windows (3) with the lands of the outer race. 16. Lift out the cage (4) and the inner race. Page 6626 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). A/T - 4T65E Fluid Leaking From A/T Vent Channel Plate: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 12205 Page 9622 Page 847 Page 9176 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6681 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6141 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3682 Fuse Block - I/P C2 Page 4510 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5555 Diagram Information and Instructions Fuse: Diagram Information and Instructions Electrical Symbols Page 2447 Page 7725 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11128 13. Inspect the caliper bracket bolt boots on the caliper bracket for the following conditions: ^ Cuts ^ Tears ^ Deterioration Replace any damaged caliper bracket bolt boots. 14. Inspect the caliper bolts (2) for corrosion or damage. If corrosion is found, use new caliper bolts, including bushings, when installing caliper. Installation Procedure 1. Install the caliper (3) over the rotor (4) and the caliper bracket (1). Ensure that the bushings are in place. 2. Lubricate the caliper bolts (1 and 3). Use silicone grease. Do not lubricate the threads. 3. Lubricate the 2 bolt boots (13 and 4) in the caliper bracket (12). Use silicone grease. 4. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bolts (1 and 3). Ensure that the bolt boots fit securely in the groove of the caliper bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be replaced. Tighten the bolts to 44 Nm (32 ft. lbs.). Page 11172 Brake Rotor/Disc: Testing and Inspection Brake Rotor Assembled Lateral Runout Correction Indexing Brake Rotor Assembled Lateral Runout (LRO) Correction - Indexing Tools Required ^ J39544-KIT Torque-Limiting Socket Set, or equivalent ^ J45101-100 Conical Brake Rotor Washers Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement 1. Remove the J45101-100 and the lug nuts that were installed during the assembled LRO measurement procedure. 2. Inspect the mating surface of the hub/axle flange and the brake rotor to ensure that there are no foreign particles or debris remaining. 3. Index the brake rotor in a different orientation to the hub/axle flange. 4. Hold the rotor firmly in place against the hub/axle flange and install one of the J45101-100 (1) and one lug nut (2) onto the upper-most wheel stud. 5. Continue to hold the rotor secure and tighten the lug nut firmly by hand. 6. Install the remaining J45101-100 and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern. 7. Using the J39544-KIT, or equivalent, tighten the lug nuts in a star-pattern to specification, in order to properly secure the rotor. 8. Measure the assembled LRO of the brake rotor. 9. Compare the amount of change between this measurement and the original measurement. Page 11849 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8414 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 12419 1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies from the front and the rear axles. 3. Remove the strut from the vehicle. 4. Place the strut in a vise and file the hole lateral. oblong. Compare the appearance of the holes before filing (2) with after filing (3). 5. File the lower strut-to-knuckle attaching hole for a front camber adjustment. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the strut to the vehicle. Tighten the strut-to-knuckle nuts as far as to allow movement of the knuckle. 2. Install the tire and wheel assemblies. 3. Adjust the camber (1). Tighten the strut-to-knuckle nuts to 130 Nm (96 ft. lbs.). 4. Lower the vehicle. Front Toe Adjustment 1. Remove the small seal clamp from the inner tie rod boot. 2. Position the steering wheel in the straight ahead position. Page 4175 1. Install the oil filter. 2. Notice: Refer to Fastener Notice. Install the oil pan drain bolt. Tighten the bolt to 26 Nm (19 ft. lbs.). 3. Lower the vehicle. 4. Fill the engine with oil to the appropriate level. 5. Start engine and inspect for leaks. Page 698 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 7526 Page 4179 4. Remove the oil filter adapter bolts and stud. 5. Remove the oil filter adapter and gasket. 6. Insert a flat-bladed tool into the oil filter bypass hole and remove the oil filter bypass valve. Installation Procedure Notice: Maximum gasket performance is achieved when using new fasteners, which contain a thread-locking patch. If the fasteners are not replaced, a thread locking chemical must be applied to the fastener threads. Failure to replace the fasteners or apply a thread-locking chemical MAY reduce gasket sealing capability. Page 5678 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2202 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 6709 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6841 Page 6781 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1361 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 986 Disclaimer Electrical - Various Systems Concerns Body Control Module: All Technical Service Bulletins Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 6623 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 9916 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 6888 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9207 Page 5062 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 5123 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1898 Page 5800 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 5314 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 12146 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2404 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5326 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2625 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 9231 Page 6957 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Service and Repair Oil Level Sensor: Service and Repair Engine Oil Level Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan drain plug. 3. Drain the crankcase. 4. Reinstall the oil pan drain plug. 5. Disconnect the engine oil level sensor electrical connector. Page 95 Passenger Car Zoning PASSENGER CAR ZONING Page 616 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 7325 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6429 Conversion - English/Metric (Part 1) Page 4564 Page 821 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 4767 Radiator Hose: Service and Repair Radiator Outlet Hose Replacement Radiator Hose Replacement - Outlet (RPO's LZE, LZ4, LZ9) Tools Required ^ J38185 Hose Clamp Pliers Removal Procedure 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Use J38185 in order to reposition the hose clamp from the radiator. 3. Remove the outlet hose from the radiator. 4. Use J38185 in order to reposition the hose clamp from the thermostat housing. 5. Remove the radiator outlet hose from the thermostat housing and the vehicle. Installation Procedure 1. Install the radiator outlet hose to the thermostat housing. Page 4573 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 2183 Page 12171 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 5386 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7102 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8802 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the steering column from the vehicle. 3. Remove the following from the steering shaft: 1 The boot seal (5) 2 The steering shaft seal (4) 3 The sensor retainer (3) 4 The sensor locator (2) 4. Remove the steering wheel position sensor (1). 5. Remove the adapter and bearing assembly from the steering jacket assembly. Installation Procedure 1. Install the adapter and bearing assembly to the steering jacket assembly. Page 12228 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Description and Operation Ignition Coil: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The ECM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Radiator Inlet Hose Replacement Radiator Hose: Service and Repair Radiator Inlet Hose Replacement Radiator Hose Replacement - Inlet (RPO's LZE, LZ4, LZ9) Tools Required ^ J38185 Hose Clamp Pliers Removal Procedure 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Use J38185 in order to reposition the hose clamp from the radiator. 3. Remove the inlet hose from the radiator. 4. Use J38185 in order to reposition the hose clamp from the engine outlet pipe. 5. Remove the radiator inlet hose from the engine outlet pipe and the vehicle. Installation Procedure 1. Install the radiator inlet hose to the engine outlet pipe. 2. Use J38185 in order to reposition and install the hose clamp to the engine outlet pipe. Page 8520 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 8503 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9493 Spark Plug: Application and ID SPARK PLUG TYPE GM P/N ................................................................................................................................................ .............................................................. 12591131 AC Delco P/N ...................................................................................................................................... ................................................................... 41-100 Page 2630 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10544 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 1227 Application Table (Part 2) Location View Location View Page 7666 Service and Repair Positive: Service and Repair BATTERY POSITIVE AND NEGATIVE CABLE REPLACEMENT REMOVAL PROCEDURE IMPORTANT: When replacing battery cables be sure to use replacement cables that are the same type, gage, and length. 1. Disconnect the negative battery cable. 2. Open the positive battery cable terminal cover (7). 3. Loosen the positive battery cable terminal nut. 4. Remove the positive battery cable terminal (1) from the battery. 5. Remove the ground wire bolt (2) and wire (3) from the upper tie bar. 6. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 7. Disconnect the battery cable connector from the I/P harness connector. Page 11516 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1953 Page 12849 Control Arm Bushing: Service and Repair Lower Control Arm Bushings Replacement (Horizontal) Lower Control Arm Bushings Replacement (Horizontal) ^ Tools Required J 21474-01 Control Arm Bushing Service Set - J 21474-5 Control Arm Bushing Receiver Removal Procedure 1. Remove the lower control arm. 2. Secure the lower control arm in a vise. 3. Important: Use a 1/2 x 20 in standard thread nut with the puller bolt. Assemble the bushing removal tools as indicated: 1 The nut (1) 2 The J 21474-01 washer (2) 3 The J 21474-01 bearing (3) 4 The J 21474-5 (4) 5 The J 21474-01 puller bolt (5) 4. Tighten the puller bolt (5) until the bushing is removed. 5. Disassemble the J 21474-01 and J 21474-5. Installation Procedure 1. Lubricate the bushing with liquid hand soap or equivalent. Page 10594 3. Remove the support from the transaxle. 4. Install the upper nuts which secure the transaxle bracket to the transaxle mount. Tighten the upper nuts to 47 Nm (35 ft. lbs.). 5. Install the left front fender liner. 6. Install the left front tire and wheel. 7. Lower the vehicle. Page 8710 Page 5547 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 4601 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 679 Page 12055 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 9643 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1695 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7491 6. Remove the ECM from the air cleaner lower housing. Installation Procedure 1. Install the ECM to the air cleaner lower housing. Page 7787 Page 784 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 11391 Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement - Rear Wheel Speed Sensor Replacement - Rear Removal Procedure 1. Important: The rear wheel speed sensors and rings are integral with the hub and bearing assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing assembly. Refer to Wheel Bearing/Hub Replacement - Rear. Raise and support the vehicle on a suitable hoist. Refer to Lifting and Jacking the Vehicle. 2. Remove the rear tire and wheel assembly. 3. Disconnect the electrical connector from the rear wheel speed sensor. 4. Remove the hub and bearing assembly (1). Installation Procedure Page 6003 Page 1849 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 5651 Page 2460 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 3644 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 77 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 594 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 12569 Tighten the clamps until the torque cap breaks off of the clamp. 8. Clean the fluid from the underbody of the vehicle. 9. Lower the vehicle. 10. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to Checking and Adding Power Steering fluid in SI. 11. Check the power steering fluid level and bleed the system. Refer to Power Steering System bleeding in SI. V8 Engine Important: The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the vehicle. 3. Remove the power steering cover pipe/hose from the retaining clips on the frame. 4. Disconnect both stabilizer shaft links. Page 4231 requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. Important: Shims (P/N 88894006) may be required under the valve rocker arm pedestals if reconditioning has been performed on the cylinder head or its components. 5. Install the valve rocker arms in their original positions. 6. Install the valve rocker arm bolts. Tighten the bolts to 34 Nm (25 ft. lbs.). 7. With the NEW gaskets and seals in place, apply a small drop, 8 - 10 mm (0.031 - 0.39 inch) of RTV sealer GM P/N 12378521 (Canadian P/N 88901148) or equivalent to the 4 corners of the intake manifold to engine block joints (1). Important: The LOMA connector must be disconnected from the lower intake manifold before installing the lower intake manifold. 8. Install the lower intake manifold. Notice: Maximum gasket performance is achieved when using new fasteners, which contain a thread-locking patch. If the fasteners are not Page 6516 For vehicles repaired under warranty, use the table. Disclaimer Page 9263 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7563 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6772 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Page 7629 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 421 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 10067 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5804 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 11613 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5107 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 10657 Valve Body: Service and Repair Control Valve Body Replacement Control Valve Body Replacement ^ Tools Required J 36850 Transjel Lubricant Removal Procedure 1. Remove the case side cover. 2. Remove the oil pump. 3. Remove the valve body bolts (374-381,384). 4. Remove the valve body (300) while keeping the spacer plate and gasket assembly (396) with the transaxle. Page 6086 Passenger Car Zoning PASSENGER CAR ZONING Page 1023 Page 10838 Page 5993 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 6130 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2826 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7607 Page 6881 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 8382 Page 9590 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 11614 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 4271 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Page 1955 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1871 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Remote Keyless Entry - Inoperative/Poor Range/(TPM) Keyless Start Antenna: All Technical Service Bulletins Remote Keyless Entry - Inoperative/Poor Range/(TPM) TECHNICAL Bulletin No.: 07-08-52-001C Date: August 27, 2009 Subject: Remote Keyless Entry (RKE) Inoperative, Poor Range, Tire Pressure Monitor (TPM) Message Displayed, Remote Vehicle Start (RVS) (Replace/Reprogram RCDLR, Replace Antenna and Transmitters) Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 07-08-52-001B (Section 08 - Body and Accessories). Condition Important This bulletin does not apply to vehicles built after the following dates: - DTS / Lucerne: 5/1/07 - Impala / Monte Carlo: 3/1/07 For vehicles built after these dates, refer to SI for diagnosis and repair information. Some customers may comment about one or more of the following conditions: - The Remote Keyless Entry (RKE) transmitters will not program, function and/or the RKE transmitter low battery message is displayed. - The Service Tire Monitor System message is displayed. - The new RKE transmitter cannot be programmed. - The Remote Keyless Entry (RKE) and/or Remote Vehicle Start (RVS) transmitter has poor range. Cause Any of these concerns may be caused by an internal fault with the transmitters and/or the Remote Control Door Lock Receiver (RCDLR) software/hardware. Correction DO NOT REPLACE THE BCM. Important - The 2006 and 2007 Impala LS without AP8 does not have a coax antenna. - The 2006 and 2007 Lucerne without AP3 or AP8 does not have a coax antenna. 1. Replace the RCDLR module and the RCDLR antenna using the following procedure: Impala / Monte Carlo 1. Remove the driver's side "A" pillar molding and I/P closeout panel. 2. Unplug the speaker. 3. To expose the RCDLR antenna, partially remove the driver's side upper I/P closeout panel (near windshield). 4. Remove the clips holding the RCDLR antenna wire at the RCDLR module and along the "A" pillar. 5. Cut the old RCDLR antenna wire a minimum of 152 mm (6 in) from the button (connecting to the windshield), leaving that portion of the old RCDLR antenna connected to the windshield. 6. Remove the I/P carrier bolt and remove the old RCDLR antenna. 7. Remove the RCDLR module. 8. Install the new RCDLR module. 9. Lay in the new RCDLR antenna and reinstall the carrier bolt. 10. Connect the new antenna to the RCDLR antenna module. Page 3710 Low Tire Pressure Indicator: Description and Operation TIRE PRESSURE MONITOR SYSTEM Your vehicle may have a Tire Pressure Monitor System (TPMS). This system uses radio and sensor technology to check tire pressure levels. If your vehicle has this feature, sensors are mounted onto each tire and wheel assembly, except for the spare tire. The TPMS sensors monitor the air pressure in your vehicle's tires and transmit tire pressure readings to a receiver located in the vehicle. Each tire, including the spare (if provided), should be checked monthly when cold and inflated to the inflation pressure recommended by the vehicle manufacturer on the vehicle placard or tire inflation pressure label. (If your vehicle has tires of a different size than the size indicated on the vehicle placard or tire inflation pressure label, you should determine the proper inflation pressure for those tires.) As an added safety feature, your vehicle has been equipped with a tire pressure monitoring system (TPMS) that illuminates a low tire pressure telltale when one or more of your tires is significantly under-inflated. Accordingly, when the low tire pressure telltale illuminates, you should stop and check your tires as soon as possible, and inflate them to the proper pressure. Driving on a significantly under-inflated tire causes the tire to overheat and can lead to tire failure. Under-inflation also reduces fuel efficiency and tire tread life, and may affect the vehicle's handling and stopping ability. Please note that the TPMS is not a substitute for proper tire maintenance, and it is the driver's responsibility to maintain correct tire pressure, even if under-inflation has not reached the level to trigger illumination of the TPMS low tire pressure telltale. When a low tire pressure condition is detected, the TPMS will illuminate the low tire pressure warning symbol on the instrument panel cluster, and at the same time a message to check the pressure in a specific tire will appear on the Driver Information Center (DIC) display. The low tire pressure warning symbol on the instrument panel cluster and the check tire pressure message will appear at each ignition cycle until the tires are inflated to the correct inflation pressure. Using the DIC, tire pressure levels can be viewed by the driver. The tire pressure warning light may come on in cool weather when the vehicle is first started, and then turn off as you start to drive. This may be an early indicator that the air pressure in the tire(s) are getting low and need to be inflated to the proper pressure. A tire and Loading Information label, attached to your vehicle, shows the size of your vehicle's original equipment tires and the correct inflation pressure for your vehicle's tires when they are cold. Your vehicle's TPMS system can warn you about a low tire pressure condition but it does not replace normal tire maintenance. NOTICE: Do not use a tire sealant if your vehicle has Tire Pressure Monitors. The liquid sealant can damage the tire pressure monitor sensors. The TPMS will not function properly if one or more of the TPMS sensors are missing or inoperable. If the system detects a missing or inoperable sensor, an error message SERVICE TIRE MONITOR SYSTEM will be shown on the DIC display. If you have replaced a tire/wheel assembly without transferring the TPMS sensors, the error message will be displayed. Once you re-install the TPMS sensors, the error message should go off. See your GM dealer for service if all TPMS sensors are installed and the error message comes on and stays on. TPMS SENSOR IDENTIFICATION CODES Each TPMS sensor has a unique identification code. Any time you replace one or more of the TPMS sensors or rotate the vehicle's tires, the identification codes will need to be matched to the new tire/wheel position. The sensors are matched, to the tire/wheel positions, in the following order: driver's side front tire, passenger's side front tire, passenger's side rear tire, and driver's side rear tire using a TPMS diagnostic tool. The TPMS sensors may also be matched to each tire/wheel position by increasing or decreasing the tire's air pressure. When increasing the tire's pressure, do not exceed the maximum inflation pressure indicated on the tire's sidewall. You will have two minutes to match each tire and wheel position. If it takes longer than two minutes to match any tire and wheel position, the matching process stops and you will need to start over. The TPMS matching process is outlined below: 1. Set the parking brake. 2. Turn the ignition switch to "RUN" with the engine off. 3. Using the DIC, press the vehicle information button until the "LEARN TIRE POSITIONS" message displays. Page 5066 Page 8614 Passenger Car Zoning PASSENGER CAR ZONING Page 223 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Page 9189 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 10457 13. Install a piece of mechanics wire to the end of the automatic transmission range selector cable. 14. Remove the automatic transmission range selector cable through the hole in the cowl. Installation Procedure Caution: Refer to Automatic Transaxle Range Selector Cable Caution. Page 2436 Page 11816 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 890 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4482 Page 8914 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 12750 18. Remove the left/driver outer trim cover from the I/P. 19. Remove the CPA from the steering wheel module coil connector (1). 20. Disconnect the steering wheel module coil connector (1) from the vehicle harness connector (3). 21. Remove the CPA from the LF/driver side impact module connector (1) located under the front of driver seat. 22. Disconnect the LF side impact module connector (1) from the vehicle harness connector. 23. Remove the lower center pillar trim. 24. Remove the CPA (3) from the seat belt retractor pretensioner - LF connector (2). 25. Disconnect the seat belt retractor pretensioner - LF connector (2) from the vehicle harness connector (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. When enabling the right/passenger side impact module proceed to step 3, if the SDM needs enabling then use entire procedure. 3. Connect the RF side impact module connector (1) to the vehicle harness connector. 4. Install the CPA lock to the RF side impact module connector (1). Page 7452 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 9262 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7482 Engine Control Module (ECM) C2 (Part 3) Page 9479 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 12014 Arrows and Symbols ARROWS AND SYMBOLS Page 6414 Page 11512 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9204 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 612 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 5949 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 9838 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 2-3 shift solenoid electrical connector. 3. Remove the 2-3 shift solenoid retaining clip (314C). 4. Remove the 2-3 shift solenoid (315B) and the O-ring (316). Installation Procedure 1. Install the O-ring (316) and the 2-3 shift solenoid (315B). 2. Install the 2-3 shift solenoid retaining clip (314C). 3. Connect the 2-3 shift solenoid electrical connector. 4. Install the case side cover. Page 9337 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6631 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5094 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 6436 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 7802 Page 9354 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7963 IMPORTANT: A special anti-seize compound is used on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burn away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the exhaust manifold. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (2). 4. Install the CPA retainer (3). 5. Install the oxygen sensor electrical connector to the ignition coil bracket. Page 921 Control Module HVAC: Service and Repair BLOWER CONTROL MODULE REPLACEMENT Page 3319 7. Remove the left side transmission mount lower nuts from the frame. 8. Remove the right side engine mount lower nuts from the frame. 9. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 10. Support the rear of the frame (cradle) using an adjustable jackstand. 11. Remove the rear frame bolts from the frame. Caution To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 12. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 7731 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1249 Arrows and Symbols ARROWS AND SYMBOLS Page 2993 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Page 2491 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12211 Page 10709 4. Loosen the bolts and separate the dies. 5. Check swaged ring (2) for any lip deformities. If present, place the ring (2) back into the J 41048 making sure the ring covers the whole swaging area. If necessary, re-swage the ring. Page 8884 Page 9229 Page 10993 Torque Converter Clutch Pulse Width Modulated Solenoid Valve Connector, Wiring Harness Side Page 327 For vehicles repaired under warranty, use the table. Disclaimer Page 6367 Disclaimer Page 2244 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1163 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7046 Page 5264 Application Table (Part 2) Location View Location View Page 9187 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5977 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 4347 3. Connect the camshaft position actuator magnet electrical connector (2) 4. Install the intake manifold cover. Page 9866 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7000 Page 2082 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2651 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9830 Page 6956 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2217 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6140 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5935 Page 9992 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 889 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 12919 5. Lower the vehicle. Page 8632 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 2090 Rear Suspension Wheel Bearing: Service and Repair Rear Suspension Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Important: The wheel bearing in the rear wheel hub is integrated into one unit. The hub is non-serviceable. If the hub and/or bearing is damaged, replace the complete hub and bearing assembly. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tires and wheels. 3. Remove the brake rotor. Rear Wheel Speed Sensors 4. Remove the ABS electrical connector from the wheel speed sensor (1), if equipped. 5. Remove the park brake cable from the park brake actuator. 6. Remove the mounting bolts from the rear bearing/hub. 7. Remove the wheel bearing/hub and park brake assembly from the knuckle. 8. Remove the park brake actuator from the rear wheel bearing/hub. Installation Procedure 1. Install the park brake actuator to the rear wheel bearing/hub. Page 8726 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 11163 Page 12131 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7900 Page 8388 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8029 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 4181 5. Install the oil filter. Tighten the filter to 30 Nm (22 ft. lbs.). 6. Disconnect the oil pressure sensor electrical connector (1). 7. Lower the vehicle. 8. Check and fill the crankcase, if necessary. Page 5548 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6216 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 403 Page 9344 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8077 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6119 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 12371 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 1032 Page 10405 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 5991 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor: Diagrams Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor (WSS) - LF Reverse Lockout Solenoid Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor (WSS) - LF Page 10981 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5295 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 8510 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5245 Engine Control Module (ECM) C3 (Part 2) Campaign - ABS System Improvement Technical Service Bulletin # 05122A Date: 060126 Campaign - ABS System Improvement Bulletin No.: 05122A Date: January 26, 2006 CUSTOMER SATISFACTION Subject: 05122A - Brake System Performance Models: 2006 Chevrolet Impala, Monte Carlo With ABS (RPO JL9) and 17 or 18 Wheels (RPO NW1/NW5/PFH/N99) Supercede: THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED. PLEASE READ THE NEW SERVICE PROCEDURE IMMEDIATELY. DISCARD ALL COPIES OF BULLETIN 05122, ISSUED DECEMBER 2005. THIS PROGRAM EXPIRES DECEMBER 31, 2006. Condition For certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99), a revised brake module calibration is available that can enhance the vehicle's antilock brake performance slightly by reducing minimum stopping distance on dry pavement. The braking performance of the vehicle meets the applicable Federal/Canada Safety Standard and all of GM's rigorous internal requirements, but GM has identified a performance improvement that we want to make available to customers. Correction Dealers are to reprogram the electronic brake control module (EBCM). Vehicles Involved Involved are certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99) and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning program repairs. [Not all vehicles within the above breakpoints may be involved.] For dealers with involved vehicles, a Campaign Initiation Detail Report (CIDR) containing the complete vehicle identification number, customer name and address data has been prepared and will be loaded to the GM DealerWorld (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information No parts are required for this program. Service Procedure Important: Make sure that your Tech 2(R) is updated with the latest software before beginning the reprogram. Use instructions for Service Programming Page 4887 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 596 Page 6688 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 2603 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 1553 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 2. Remove the intake manifold cover, if necessary. 3. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 4. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. Page 776 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 6797 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 10894 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 272 Page 7208 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 12896 5. Align the frame to the body by inserting two 19X203 mm (0.74X8.0 in) pins in the alignment holes (2) on the right side of the frame. * Tighten the new front frame bolts to 145 N.m (107 lb ft). * Tighten the new rear frame bolts to 160 N.m (118 lb ft). 6. Install the frame reinforcements (2). 7. Install the frame reinforcement bolts (1). Tighten the bolts to 20 N.m (15 lb ft). 8. Install the frame reinforcement nuts (3). Tighten the nuts to 20 N.m (15 lb ft). 9. Connect both the lower ball joints to the steering knuckle. 10. Install the nuts which secure the engine mount to the frame. 11. Install the nuts which secure the transaxle mount to the frame. 12. Remove the power steering gear from the exhaust pipe. Position to the frame. 13. Install the steering gear mounting bolts. 14. Install the stabilizer shaft links. 15. Connect both front wheel speed sensor connectors (1), if equipped. 16. Install both front wheel speed harness retainers (2) to the frame and to the lower control arm, if equipped. 17. Install the positive battery cable. 18. Install the power steering cooler pipe. 19. Install the radiator lower air deflector. 20. Install the front tires and wheels. 21. Lower the vehicle. 22. Remove the engine support fixture. 23. Inspect the front wheel alignment. Page 1118 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 948 Fuse Block - Underhood - Bottom View Page 5470 Arrows and Symbols ARROWS AND SYMBOLS Page 12748 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. When disabling the RF/passenger side impact module perform step 10, if the SDM needs disabling then use entire procedure. Page 11772 Fuse Block - Underhood - Bottom View Page 6667 Page 9640 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6468 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Locations Torque Converter Clutch Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 2737 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3054 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the intake manifold cover. 2. Disconnect the left side spark plug wires from the spark plugs. 3. Disconnect the left side spark plug wires from the ignition coil. 4. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 5. Remove the left side spark plug wire clips from the intake manifold bracket and heater inlet and outlet pipe. 6. Remove the spark plug wire assembly. Page 1019 Reverse Servo Replacement Band Apply Servo: Service and Repair Reverse Servo Replacement Reverse Servo Replacement Removal Procedure 1. Remove the air cleaner outlet duct. Refer to the following: ^ Air Cleaner Outlet Duct Replacement for the 3.5L engine ^ Air Cleaner Outlet Duct Replacement for the 3.9L engine ^ Air Cleaner Resonator Outlet Duct Replacement for the 5.3L engine 2. Remove the exhaust crossover pipe. 3. Depress the reverse servo cover (40). 4. Remove the snap ring (39). 5. Pull the O-ring seal (41) out through the slot in the case. 6. Use side cutting pliers in order to cut the servo cover O-ring seal (41). 7. Depress the reverse servo cover (40), grasp one end of the cut seal (41) and pull the seal (41) out of the servo cover (40). Fuel Pressure Relief Fuel Pressure Release: Service and Repair Fuel Pressure Relief FUEL PRESSURE RELIEF PROCEDURE TOOLS REQUIRED J 34730-1A Fuel Pressure Gage CAUTION: Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete. 1. Disconnect the negative battery cable. 2. Install the J 34730-1A. 3. Loosen the fuel fill cap in order to relieve the fuel tank vapor pressure. 4. Install the drain hose from J 34730-1A into an approved container. 5. Open the valve on the J 34730-1A in order to bleed the system pressure. 6. Drain any fuel remaining in the gage into the approved container. 7. Once the system pressure is completely relieved, remove J 34730-1A. 8. The fuel connections are now safe for servicing. Page 622 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 8102 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 10902 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7157 Passenger Car Zoning PASSENGER CAR ZONING Diagrams Battery Current Sensor Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 7327 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9142 Page 3318 Note - Two holes will be drilled for retro-fitting 2006 cradles with 2007 cooler pipe. - Technician will need to remove one clip from cooler pipe on top and replace with isolator and move the other to the front face of the cradle (and replace with isolator). - Technician will need to glue down the two isolators with Instant Adhesive-Gel, P/N 12345632 (US(, 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the vehicle to capture the power steering fluid when disconnecting the power steering return line. 3. Remove the air deflector. 4. Remove the power steering cooler pipe/hose from the retaining clips on the frame. 5. Disconnect both stabilizer shaft links from the shaft. 6. Remove the left side engine mount lower nuts from the frame. Page 1314 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The ECM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 4865 Radiator Cooling Fan Motor Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 3634 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2809 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6311 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1486 Door Lock Switch - Passenger Page 12282 Fuse Block - I/P C2 Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Page 5390 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 6951 Conversion - English/Metric (Part 1) Page 5412 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 3462 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag fuse from the underhood fuse center. 7. Pull back carpet from the front lower right/passenger door pillar to expose the interior fuse center (1), refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag fuse from the interior fuse center. Page 2834 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 11272 Hydraulic Assembly: Service and Repair Brake Pressure Modulator Valve (BPMV) Bracket Replacement Brake Pressure Modulator Valve (BPMV) Bracket Replacement Capacity Specifications Engine Oil: Capacity Specifications Engine Oil with Filter ............................................................................................................................ ............................................... 4.0 quarts (3.8 liters) NOTE: All capacities are approximate. When adding, be sure to fill to the approximate level. Recheck fluid level after filling. Page 13237 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5841 Page 4839 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Service Precautions Jump Starting: Service Precautions CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: - Always shield your eyes. - Avoid leaning over the battery whenever possible. - Do not expose the battery to open flames or sparks. - Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. Page 12313 Multiple Junction Connector: Diagrams Splice Pack SP205 Page 3382 The dexos (TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos (TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos (TM)specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 2(TM) engine oil. GM dexos 2(TM) Engine Oil Specification - dexos 2(TM) is approved and recommended by GM for use in Europe starting in model year 2010 vehicles, regardless of where the vehicle was manufactured. - dexos 2(TM) is the recommended service fill oil for European gasoline engines. Important The Duramax(TM) diesel engine is the exception and requires lubricants meeting specification CJ-4. - dexos 2(TM) is the recommended service fill oil for European light-duty diesel engines and replaces GM-LL-B-025 and GM-LL-A-025. - dexos 2(TM) protects diesel engines from harmful soot deposits and is designed with limits on certain chemical components to prolong catalyst life and protect expensive emission reduction systems. It is a robust oil, resisting degradation between oil changes and maintaining optimum performance longer. Disclaimer Page 10351 Shift Interlock Solenoid: Diagrams Automatic Transmission Shift Lock Control Connector End Views A/T Shift Lock Control Solenoid Assembly Interior - Revised Front Door Switch Bezel Replacement Power Door Lock Switch: Technical Service Bulletins Interior - Revised Front Door Switch Bezel Replacement Bulletin No.: 06-08-64-017 Date: April 05, 2006 SERVICE MANUAL UPDATE Subject: Revised Front Door Switch Bezel Replacement and Front Side Door Window Switch Replacement - Left Side Models: 2006 Chevrolet Monte Carlo This bulletin is being issued to revise the Front Door Switch Bezel Replacement procedure and the Front Side Door Window Switch Replacement - Left Side procedure in the Doors sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. Page 9621 Page 7990 Arrows and Symbols ARROWS AND SYMBOLS Page 2449 Page 6027 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 13196 Page 5194 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 12623 Parts Information Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product claim with the information shown. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Page 6176 Page 10990 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 10262 Fluid Pan: Service and Repair Oil Pan Replacement Removal Procedure 1. Notice: Do NOT use any type of grease to retain parts during the assembly of this unit. Using greases other than the recommended assembly lube changes the transaxle fluid characteristics. Using greases other than the recommended assembly lube causes undesirable shift conditions and/or filter clogging. Use TRANSJEL (TM) J 36850 or equivalent during the assembly of this unit. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Place a drain pan under the transaxle oil pan. 3. Remove the transaxle oil pan bolts (23) from the front and the sides of the oil pan. 4. Loosen the rear transaxle oil pan bolts. 5. Notice: Ensure care is taken NOT to damage the mating surfaces of the oil pan and of the case or oil leaks may occur. Use a rubber mallet to lightly tap the oil pan or use a screwdriver to pry the oil pan loose. 6. Allow the fluid to drain. 7. Remove the remaining transaxle bolts (23). 8. Remove the oil pan (24) from the automatic transmission. 9. Remove the oil pan gasket (25). 10. Inspect the oil pan and the filter for the following foreign material: ^ Metal particles ^ Clutch facing material ^ Rubber particles ^ Engine coolant 11. Determine the source of the contamination. 12. Correct the source of the contamination. 13. Inspect the oil pan flange (1) for distortion. 14. Replace the oil pan (1) if bent or distorted. Do not attempt to straighten. Page 992 For vehicles repaired under warranty, use the table. Disclaimer Page 12449 24. Install the connector to the sensor. Page 11509 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11280 Brake Master Cylinder: Service and Repair Master Cylinder Reservoir Replacement Master Cylinder Reservoir Replacement Removal Procedure Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Remove the master cylinder from the vehicle. 2. Secure the master cylinder in a vise. Do not clamp the master cylinder body, secure only at the flange. 3. Remove the brake fluid level sensor. Using needle nose pliers, carefully depress the retaining tabs on the end of the brake fluid level sensor (1) and press the sensor through the reservoir to remove. 4. Carefully tap out the reservoir retaining pins. 5. Remove the reservoir from the master cylinder by pulling the reservoir straight up and away from the cylinder. 6. Remove the seals from the master cylinder. Installation Procedure Master Cylinder Bench Bleeding Brake Master Cylinder: Service and Repair Master Cylinder Bench Bleeding Master Cylinder Bench Bleeding Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. 1. Secure the mounting flange of the brake master cylinder in a bench vise so that the rear of the primary piston is accessible. 2. Remove the master cylinder reservoir cap and diaphragm. 3. Install suitable fittings to the master cylinder ports that match the type of flare seat required and also provide for hose attachment. 4. Install transparent hoses to the fittings installed to the master cylinder ports, then route the hoses into the master cylinder reservoir. 5. Fill the master cylinder reservoir to at least the half-way point with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 6. Ensure that the ends of the transparent hoses running into the master cylinder reservoir are fully submerged in the brake fluid. 7. Using a smooth, round-ended tool, depress and release the primary piston as far as it will travel, a depth of about 25 mm (1 inch), several times. Observe the flow of fluid coming from the ports. As air is bled from the primary and secondary pistons, the effort required to depress the primary piston will increase and the amount of travel will decrease. 8. Continue to depress and release the primary piston until fluid flows freely from the ports with no evidence of air bubbles. 9. Remove the transparent hoses from the master cylinder reservoir. 10. Install the master cylinder reservoir cap and diaphragm. 11. Remove the fittings with the transparent hoses from the master cylinder ports. Wrap the master cylinder with a clean shop cloth to prevent brake fluid spills. 12. Remove the master cylinder from the vise. Page 10327 Automatic Transmission Fluid Pressure Manual Valve Position Switch Connector, Wiring Harness Side Page 12830 2. Install the outer tie rod assembly (2) to the steering knuckle (1). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the prevailing torque nut (2) to the outer tie rod assembly (1). Tighten the nut to 30 Nm (22 ft. lbs.) plus 120 degrees. Visually inspect to ensure that 2 1/2 to 4 1/2 threads are visible past the nylon washer. Page 2077 Page 8962 Page 9286 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6927 LF Of The Engine Compartment Page 11649 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11855 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Fuel Pressure Relief Fuel Pressure Release: Service and Repair Fuel Pressure Relief FUEL PRESSURE RELIEF PROCEDURE TOOLS REQUIRED J 34730-1A Fuel Pressure Gage CAUTION: Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete. 1. Disconnect the negative battery cable. 2. Install the J 34730-1A. 3. Loosen the fuel fill cap in order to relieve the fuel tank vapor pressure. 4. Install the drain hose from J 34730-1A into an approved container. 5. Open the valve on the J 34730-1A in order to bleed the system pressure. 6. Drain any fuel remaining in the gage into the approved container. 7. Once the system pressure is completely relieved, remove J 34730-1A. 8. The fuel connections are now safe for servicing. Page 8015 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1621 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8153 1. Position the catalytic converter heat shield to the underbody. 2. Install NEW catalytic converter heat shield rivets. 3. Install the HO2S wiring harness from the clips on the catalytic converter heat shield. 4. Install the catalytic converter. Page 2747 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6312 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10966 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 11111 5. Position a piece of wood across the piston to be installed. 6. Applying equal pressure by hand while pushing down, install the piston in the bore. 7. Remove the piece of wood. 8. Using the J8092 (1) and the J45863 (2), install the piston dust seal in the brake caliper. Page 13200 Conversion - English/Metric (Part 1) Page 5808 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor: Diagrams Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor (WSS) - LF Reverse Lockout Solenoid Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor (WSS) - LF Page 6110 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11067 Electronic Brake Control Module: Diagrams Electronic Brake Control Module (EBCM) Electronic Brake Control Module (EBCM) Page 8636 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5967 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9922 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect and reposition the electrical connectors from the following: ^ If equipped internal mode switch ^ 2 - 3 Shift solenoid valve assembly (315B) ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) 3. Important: Do NOT remove the bolt (205) that holds the oil pump together. Remove the oil pump bolts (206,207). 4. Remove the oil pump (200) from the valve body (300). Page 1877 Battery Current Sensor: Service and Repair BATTERY CURRENT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 2. Remove the positive and negative battery cable. 3. Cut the tie straps and electrical tape attaching the battery current sensor to the positive battery cable. 4. Squeeze the positive and negative battery cable branches together. 5. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE Page 2861 Impact Sensor: Connector Views Inflatable Restraint Front Passenger Presence System (PPS) Sensor Inflatable Restraint Side Impact Sensor (SIS) - Left (With RPO Code AY1) Electrical - Battery Goes Dead Overnight Body Control Module: All Technical Service Bulletins Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Page 9817 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5585 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5980 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1374 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 4295 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 10279 6. Remove the differential carrier (700). 7. Using snap ring pliers remove the compression ring (509) from the output shaft. 8. Remove the output shaft through the left wheel opening. 9. Inspect the output shaft (510) for the following: ^ Stripped splines ^ Damaged retainer ring groove ^ Damaged bushing journals Installation Procedure 1. Install the drive axle retainer rings (509) to the output shaft (510). 2. Hold the front differential carrier in place and carefully install the output shaft (510) to the transmission through the left wheel opening. Extend the output shaft through the differential side gear. 3. Install the case extension housing. 4. Install the left drive axle to the transaxle. Page 7161 Page 9425 Arrows and Symbols ARROWS AND SYMBOLS Page 11837 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6378 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the intake manifold cover. 2. Disconnect the left side spark plug wires from the spark plugs. 3. Disconnect the left side spark plug wires from the ignition coil. 4. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 5. Remove the left side spark plug wire clips from the intake manifold bracket and heater inlet and outlet pipe. 6. Remove the spark plug wire assembly. Page 4619 Page 11823 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9433 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 10088 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 11738 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 3264 13. Remove the right side engine mount bracket bolts. 14. Remove the right side engine mount and bracket from the vehicle. 15. Disconnect the power steering cooler pipe/hose from the gear. 16. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 17. Disconnect the power steering cooler pipe/hose from the return line. 18. Remove the power steering cooler pipe/hose assembly from the vehicle. 19. Install the power steering cooler pipe/hose assembly to the vehicle with the new cooler installed over the front of the cradle as shown. 20. Connect the power steering cooler pipe/hose to the return line and install the clamp. 21. Connect the power steering cooler pipe/hose to the gear. Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 22. Remove the clip and replace with glued isolator (1). Isolator is smaller than what picture shows. Page 2541 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 11439 2. Install the positive and negative battery cable assembly to the vehicle. 3. Install the positive and negative battery cable retainers (6) to the cradle. 4. Install the positive and negative battery cable retainers (5) to the right hand rail. 5. Install the battery cable ground (1) to the transaxle stud. 6. Install the transaxle stud nut (2). NOTE: Refer to Fastener Notice. Tighten the nut to 30 N.m (22 lb ft). 7. Raise and support the vehicle. Page 1900 Page 8482 Passenger Car Zoning PASSENGER CAR ZONING Page 3527 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 5605 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 5436 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5028 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Page 5074 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 10111 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect and reposition the electrical connectors from the following: ^ If equipped internal mode switch ^ 2 - 3 Shift solenoid valve assembly (315B) ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) 3. Important: Do NOT remove the bolt (205) that holds the oil pump together. Remove the oil pump bolts (206,207). 4. Remove the oil pump (200) from the valve body (300). Page 3672 Fuse Block - Underhood C2 (Part 2) Page 2697 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6335 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Page 6013 Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Page 12269 Fuse Block - Underhood C1 (Part 2) Page 6310 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 4535 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Capacity Specifications Brake Fluid: Capacity Specifications Information not provided by manufacturer. Page 12008 Page 6697 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2554 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 10357 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Removal Procedure 1. Remove the knee bolster bracket. 2. Disconnect the automatic shift lock actuator electrical connector. 3. Remove the actuator from the steering column ball studs. Installation Procedure 1. Install the automatic shift lock control actuator to the steering column ball studs. 2. Connect the automatic shift lock actuator electrical connector. 3. Place the column in the neutral position. Page 5294 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Specifications Transmission Fluid Temperature (TFT) Sensor Specifications Page 5703 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7861 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 10222 Disclaimer Page 10424 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2083 Page 10165 Important This service kit does not contain the gaskets and/or seals necessary to service the Case Cover and Control Valve Body, if they are disassembled from each other. Please review the graphic above for Pump Body-to-Case (230), Pump Cover-to-Case (231), Control Valve Body-to-Case (377), Manual Shift Detent Assembly-to-Case (805), and Case Cover-to-Case (433, 434, 435, 436, 374, 379, 380, 384) bolt locations. Notice Failure to use the parts in the service kit as instructed will cause improper function, and possible transmission distress. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 3587 Fuse Block - I/P - Top View Page 3914 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 5059 Page 6522 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8937 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6022 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 5329 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10264 1. Install the oil pan gasket (25). 2. Install the oil pan (24). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the oil pan bolts (23). Tighten the bolts to 14 Nm (10 ft. lbs.). 4. Lower the vehicle. 5. Notice: Refer to Do Not Overfill the Transmission Notice in Service Precautions. Fill the transaxle with DEXTRON III. Refer to Fluid Capacity Specifications. 6. Place the gear selector in the Park position. 7. Start the engine. 8. Run the engine at a slow idle. Do NOT race the engine. 9. Adjust the fluid level. 10. Inspect for leaks. Page 6676 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 12828 5. Notice: Do not attempt to disconnect a steering linkage joint by driving a wedge between the joint and the attached part. Seal damage may result which will cause premature failure of the joint. Remove the outer tie rod assembly from the steering knuckle using J 24319-B. 6. Remove the outer tie rod assembly (3) from the inner tie rod assembly (1). Installation Procedure Page 6291 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 12235 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1181 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Diagram Information and Instructions Shift Solenoid: Diagram Information and Instructions Electrical Symbols Page 4776 Page 12789 6. Install the race and upper shaft assembly (1) into J 41688. 7. Rotate the race and upper shaft assembly (1) 90 degrees. Page 6064 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6753 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 11914 Relay Box: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 5708 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 8384 Page 1704 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7987 Page 10256 Removal Procedure Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to prevent damage or wear which may cause fluid loss. 1. Remove the upper radiator air baffle. 2. Remove the auxiliary transaxle oil cooler bolt from the upper radiator support. 3. Remove the lower radiator air baffle. 4. Remove the auxiliary transaxle oil cooler bolts from the lower radiator support. 5. Remove the inlet and outlet auxiliary transmission oil cooler lines from the support clips. 6. Lower the auxiliary transaxle oil cooler below the front bumper. 7. Remove the inlet and outlet auxiliary transaxle oil cooler hoses from the auxiliary transaxle oil cooler. 8. Remove the auxiliary transaxle oil cooler. Installation Procedure 1. Install the inlet and outlet auxiliary transaxle oil cooler hoses to the auxiliary transaxle oil cooler. 2. Install the auxiliary transaxle oil cooler to the vehicle. 3. Install the inlet and outlet auxiliary transmission oil cooler lines to the support clips. 4. Notice: Refer to Fastener Notice in Service Precautions. Install the auxiliary transaxle oil cooler bolts to the lower radiator support. Tighten the bolts to 10 Nm (97 inch lbs.). Page 266 Page 8829 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5499 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 8671 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5676 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 11656 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1846 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 11087 Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement - Rear Wheel Speed Sensor Replacement - Rear Removal Procedure 1. Important: The rear wheel speed sensors and rings are integral with the hub and bearing assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing assembly. Refer to Wheel Bearing/Hub Replacement - Rear. Raise and support the vehicle on a suitable hoist. Refer to Lifting and Jacking the Vehicle. 2. Remove the rear tire and wheel assembly. 3. Disconnect the electrical connector from the rear wheel speed sensor. 4. Remove the hub and bearing assembly (1). Installation Procedure Page 5504 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 12459 24. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (4) ^ A pin hole (2) for the centering pin-Note the location of the pin hole. ^ An alignment mark (3) on the flush rotor flange cuff (4) for installation ^ A foam ring (1) 25. Remove the connector from the sensor. 26. Remove the sensor from the adapter and bearing assembly. 27. To install the sensor, proceed to step 21 in the installation procedure. Installation Procedure 1. Important: If reusing the existing sensor, no centering of the sensor is required. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on your right. From the technicians point of view, the BACK of the sensor (2) connector will be on your left. 3. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 4. Install the connector to the sensor. 5. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (4) ^ A pin hole (7) for the centering pin-Note the location of the pin hole. ^ A flushed rotor flange cuff (6) ^ An alignment mark (5) for installation 6. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ A foam ring (3) Page 7805 Arrows and Symbols ARROWS AND SYMBOLS Page 660 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6230 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3603 Page 1042 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7484 Engine Control Module (ECM) C3 (Part 2) Page 13053 Tires: Service and Repair Tire Rotation Tire Rotation Rotate the tires and wheels at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel whenever uneven tire wear is noticed. Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then, set the tire pressure. Page 5286 Arrows and Symbols ARROWS AND SYMBOLS Page 13179 Service and Repair Extension Housing: Service and Repair Case Extension Housing Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the right drive axle from the transaxle. 4. Remove the transaxle brace. 5. Remove the vehicle speed sensor. 6. Remove the case extension housing bolts (5). 7. Remove the case extension housing (6) with the axle seal and the O-ring (8). Installation Procedure 1. Install the O-ring (8) to the case extension housing (6). 2. Install the case extension housing (6) with the axle seal and the O-ring (8). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the case extension housing bolts (5). Tighten the bolts to 36 Nm (27 ft. lbs.). 4. Install the vehicle speed sensor. 5. Install the transaxle brace. 6. Install the right drive axle to the transaxle. 7. Lower the vehicle. 8. Connect the negative battery cable. 9. Notice: Refer to Do Not Overfill the Transmission Notice in Service Precautions. Check and fill the transaxle as necessary. 10. Inspect for fluid leaks. Page 10388 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6950 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 10419 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 13052 Tires: Service and Repair Tire Repair Tire Repair Many different materials and techniques are available on the market in order to repair tires. Not all of the materials and techniques work on some types of tires. Tire manufacturers have published detailed instructions on how and when to repair tires. Obtain the instructions from the manufacturer. If the vehicle is equipped with a compact spare tire, do not repair the compact spare. Diagrams Battery Current Sensor Page 11427 7. Disconnect the battery cable connector from the I/P harness connector. 8. Remove the bussed electrical center (BEC) cover. 9. Remove the positive battery cable junction block lead nut (1). 10. Remove the positive battery cable (2) from the BEC. 11. Raise and support the vehicle. Refer to Vehicle Lifting. 12. Remove the front lower air deflector. 13. Remove the starter solenoid BAT terminal nut (3) from the starter. 14. Remove the positive battery cable (2) from the starter motor. 15. Lower the vehicle. Page 10505 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 12570 5. Remove the left side engine mount lower nuts from the frame. 6. Remove the left side transmission mount lower nuts from the frame. 7. Remove the right side engine mount lower nuts from the frame. 8. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 9. Support the rear of the frame (cradle) using an adjustable jackstand. 10. Remove the rear frame bolts from frame. Notice: To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 11. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 1110 Body Control Module: Service and Repair BODY CONTROL MODULE REPLACEMENT Page 12160 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 4691 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 3631 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 1067 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 7710 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 1237 Passenger Car Zoning PASSENGER CAR ZONING Page 1597 Page 10251 2. Hook one of the open ends of the retaining ring in one of the slots in the quick connect fitting. 3. Rotate the retaining ring around the fitting until the retaining ring is positioned with all three ears through the three slots on the fitting. 4. Do not install the new retaining ring onto the fitting by pushing the retaining ring. 5. Ensure that the three retaining ring ears are seen from inside the fitting and that the retaining ring moves freely in the fitting slots. Page 5780 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 3290 5. Remove the left side engine mount lower nuts from the frame. 6. Remove the left side transmission mount lower nuts from the frame. 7. Remove the right side engine mount lower nuts from the frame. 8. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 9. Support the rear of the frame (cradle) using an adjustable jackstand. 10. Remove the rear frame bolts from frame. Notice: To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 11. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 4449 Important Before installing the new gaskets, make sure that the mating surfaces on the crossover manifold and cylinder head are completely clean and that NO OIL or OIL RESIDUE exists. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 5757 Page 8390 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Specifications Engine Oil Pressure: Specifications Oil Pressure - @ 1850 RPM ....................................................................................................................................................... 207 - 310 kPa (30 - 45 PSI) Page 10728 3. The swage ring is swaged using J 41048 by the following method: 1. Position the outboard end of the halfshaft assembly (1) in J 41048. 2. Align the swage ring. 3. Place the top half of J 41048 on the lower half of J 41048. 4. Notice: Do not cut through the wheel drive shaft inboard seal during service. Cutting through the seal may damage the sealing surface of the housing and the tripot bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint. Notice: Refer to Fastener Notice in Service Precautions. Important: Align the following items during this procedure: ^ The outboard seal (1) ^ The halfshaft bar ^ The swage ring Insert the bolts (2) and tighten by hand until snug. Tighten each bolt 180 degrees at a time using a ratchet wrench. Alternate between each bolt until both sides are bottomed. Page 5586 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Arming and Disarming Air Bag(s) Arming and Disarming: Service and Repair Arming and Disarming SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. Page 10080 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 6196 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7604 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 4689 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1081 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 10639 Right Side Control Valve Body Assembly Page 9216 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Page 2879 Seat Occupant Sensor: Technical Service Bulletins Air Bag System - DTC B0071/B0074/B0081 Code Clearing Bulletin No.: 07-09-41-004 Date: June 13, 2007 INFORMATION Subject: New Procedure for Clearing Passenger Presence System (PPS) and Sensing and Diagnostic Module (SDM) DTCs B0071, B0074, B0081 Models: 2006-2008 Buick Lucerne 2006-2008 Cadillac DTS 2007-2008 Cadillac Escalade, Escalade ESV, Escalade EXT 2006-2007 Monte Carlo 2006-2008 Chevrolet Impala 2007-2008 Chevrolet Silverado, Suburban, Tahoe 2007-2008 GMC Yukon, Yukon Denali, Yukon XL, Yukon XL Denali A condition exists where the passenger presence system (PPS) may continue to output a fault to the sensing and diagnostic module (SDM) after the PPS has been cleared. The fault may continue to report to the SDM if the buss has not been allowed to go to sleep prior to clearing B0081 DTC in the SDM. If B0071, B0074 or B0081/0F is received, the following procedure should be followed to clear the codes. With the Ignition OFF, open and close the driver door. With a scan tool, clear PPS DTC (B0071 or B0074). While continuing to keep the doors closed, wait 60 seconds with the ignition OFF. DO NOT operate any functions in the vehicle during this time. Verify that the PPS does not have any DTCs. If PPS DTCs exist, please perform the necessary repair. With the scan tool, clear DTC B0081. Disclaimer Page 4842 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3678 Fuse Block - Underhood C4 (Part 2) Page 1916 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5961 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 6193 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 10535 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5202 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 10053 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8012 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5525 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6308 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 805 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1715 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 2153 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Page 5517 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 12781 Steering Shaft: Service and Repair Intermediate Steering Shaft Replacement Intermediate Steering Shaft Replacement ^ Tools Required J 42640 Steering Column Anti-Rotation Pin Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Notice: The front wheels of the vehicle must be maintained in the straight ahead position and the steering column must be in the LOCK position before disconnecting the steering column or intermediate shaft. Failure to follow these procedures will cause improper alignment of some components during installation and result in damage to the SIR coil assembly. Install J 42640 into the bottom of the steering column. 4. Position the intermediate steering shaft seal in order to provide access to the lower pinch bolt. 5. Remove the lower pinch bolt from the power steering gear stub shaft (2). 6. Remove the intermediate steering shaft (1) from the power steering gear stub shaft (2). 7. Lower the vehicle. 8. Remove the left instrument panel insulator. Page 7007 Engine Control Module (ECM) C2 (Part 1) Page 3728 Vehicle Lifting: Service and Repair Frame Contact Lift VEHICLE LIFTING-FRAME CONTACT LIFT FRONT LIFT PADS When lifting the vehicle with a frame-contact lift, place the front lift pads at the front pinchweld flanges. REAR LIFT PADS When lifting the vehicle with a frame-contact lift, place the rear lift pads at the rear pinchweld flanges. Page 7454 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 7685 Page 7418 Automatic Transmission Brace Replacement Transmission Mount: Service and Repair Automatic Transmission Brace Replacement Automatic Transmission Brace Replacement (RPOs LZ9/LZE) Removal Procedure 1. Remove the right engine mount bracket. 2. Remove the transmission brace bolts (2). 3. Remove the transmission brace (1). Installation Procedure Page 4041 11. Notice: Do NOT use a power-assisted tool with the special tool in order to remove or install this component. You cannot properly control the alignment of this component using a power-assisted tool, and this can damage the component. Remove the crankshaft balancer using the J41816 and EN 46359. Installation Procedure 1. Apply sealer GM P/N 12378521 (Canadian P/N 88901148) or equivalent to the keyway of the crankshaft balancer. 2. Place the crankshaft balancer into position over the key in the crankshaft. 3. Thread the J29113 into the crankshaft. 4. Rotate the hex nut on the J29113 in order to install the crankshaft balancer onto the crankshaft. 5. Remove the J29113 from the crankshaft. Page 3458 13. Remove the LF door trim panel (2). 14. Remove the CPA (3) from the SIS - left connector (4). 15. Remove the SIS - left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS - left, go to step 3. To enable the seat belt retractor pretensioner - LF, go to step 5. 3. Install the SIS - left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS - left connector (4). 5. Install the LF door trim panel (2). Page 321 For vehicles repaired under warranty use, the table. Disclaimer Page 10489 Page 796 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 3332 5. Remove the left side engine mount lower nuts from the frame. 6. Remove the left side transmission mount lower nuts from the frame. 7. Remove the right side engine mount lower nuts from the frame. 8. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 9. Support the rear of the frame (cradle) using an adjustable jackstand. 10. Remove the rear frame bolts from frame. Notice: To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 11. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 5893 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7061 Arrows and Symbols ARROWS AND SYMBOLS Wipers/Washers - Washer Inoperative/Poor Performance Fuse: All Technical Service Bulletins Wipers/Washers - Washer Inoperative/Poor Performance Bulletin No.: 07-08-43-004C Date: November 19, 2007 TECHNICAL Subject: EI07089 - Windshield Washer Inoperative, Poor Performance (Replace WSW Fuse) Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Supercede: This bulletin is being revised to include 2008 Impala. Please discard Corporate Bulletin Number 07-08-43-004B (Section 08 - Body and Accessories). Condition Some customer's may comment that the windshield washer pump operation is intermittent. Correction DO NOT REPLACE THE WINDSHIELD WASHER PUMP. Engineering has determined that windshield washer pump intermittent operation or poor performance conditions may be corrected by replacing the current 10 amp WSW fuse with a 15 amp fuse. The WSW (windshield washer) fuse is located in the UBEC (underhood bussed electrical center). Be sure to update the UBEC fuse label to indicate the use of a 15 amp fuse for the Windshield Washer (WSW). Warranty Information Page 9991 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 517 RELEARN REMOTE KEY The Driver Information Center (DIC) display allows you to match the remote keyless entry transmitter to your vehicle. To match a remote keyless entry transmitter to your vehicle do the following: 1. Press the vehicle information button until RELEARN REMOTE KEY displays. 2. Press the set/reset button. 3. Press and hold the lock and unlock buttons on the first transmitter at the same time for approximately 15 seconds. On vehicles with memory recall seats, the first transmitter learned will match driver 1 and the second will match driver 2. 4. To match additional transmitters at this time, repeat step 3 with each new transmitter. Each vehicle can have a maximum of eight transmitters matched to it. 5. To exit the programming mode, you must cycle the key to the OFF/LOCK position. Disclaimer Service Procedure Important: Technicians may experience low performance using the TIS2 web application when reprogramming the vehicle to correct the condition. Technicans may notice the lower application performance from mid-morning until late afternoon. To assist in improving performance and reduce programming time, it is recommended to complete the bulletin procedure on customer vehicles first. Vehicles in inventory should be programmed during off peak hours if low performance is experienced. Important: This bulletin contains two reprogramming procedures, 1) reprogramming of the BCM, and 2) reprogramming of the RCDLR. Not all vehicles require reprogramming of both. ^ The Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon and Yukon XL vehicles require the BCM and RCDLR reprogramming. ^ The Buick Lucerne; Cadillac DTS; Chevrolet Impala, Monte Carlo; Chevrolet Equinox; and Pontiac Torrent require only the RCDLR reprogramming - DO NOT ATTEMPT TO REPROGRAM THE BCM ON THESE VEHICLES. Body Control Module Reprogramming - For Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL ONLY: Important: The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 2.0 for 2007 (available on 02/04/07) and on TIS DVD version 2.0/2007 or later, that was mailed to dealers on 02/14/2007. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Oil Pump Replacement Valve Body: Service and Repair Oil Pump Replacement Oil Pump Replacement Removal Procedure 1. Remove the case side cover. 2. Use a flat-bladed tool to disconnect the electrical connectors from the solenoid valves (315A, 315B, 322, 334 and 440), the TFP manual valve position switch (395) and the temperature sensor (391). 3. Important: Do NOT remove the bolt (205) that holds the oil pump together. Remove the oil pump bolts (206,207). 4. Remove the oil pump (200) from the valve body (300). Installation Procedure Page 159 Page 10900 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 4846 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 3604 Page 9230 Page 7973 Page 1909 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 586 Page 4070 14. Position the spark plug harness. 15. Install the spark plug wire harness clip to the heater inlet and outlet front pipe bracket. 16. Connect the left spark plug wires to the spark plugs. 17. Install the oil level indicator tube. 18. Install the intake manifold cover. 19. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Page 445 Method 1 Method 2 Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 10659 7. Remove the ball check valves (372) from the case cover. 8. Inspect each check valve seat in the spacer plate (370) for excessive peening. Place a ball check valve (372) on each seat and use a flashlight in order to look for visible light between the valve and the seat. Installation Procedure Page 9005 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4127 6. Using the adjustable jack and block of wood, raise the engine until the engine mount/bracket can be removed. 7. Remove the engine mount/bracket from the vehicle. Installation Procedure 1. Position the engine mount/bracket to the engine. 2. Install the engine mount bracket bolts. Notice: Refer to Fastener Notice. 3. Tighten the engine mount bracket bolts. Tighten the bolts in the sequence shown to 50 Nm (37 ft. lbs.). 4. Lower the engine using the adjustable jack until the engine mount rests on the frame. 5. Remove the adjustable jack and block of wood from under the vehicle. 6. Install the engine mount to frame nuts. Tighten the nuts to 50 Nm (37 ft. lbs.). Page 7866 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Page 9786 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2439 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6128 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 2113 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8648 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1155 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 8692 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 2394 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10372 Passenger Car Zoning PASSENGER CAR ZONING Page 8903 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4455 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 6533 For vehicles repaired under warranty, use the table. Disclaimer Page 1187 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 5890 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 10939 Conversion - English/Metric (Part 1) Page 6986 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Page 3816 Page 4824 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9787 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8987 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9803 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Electrical Symbols Page 8754 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 9850 Page 530 The service calibrations are currently available through the TIS terminal. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 770 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9014 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Description and Operation Fuel Line Coupler: Description and Operation QUICK-CONNECT FITTINGS Quick-connect fittings provide a simplified means of installing and connecting fuel system components. The fittings consist of a unique female connector and a compatible male pipe end. O-rings, located inside the female connector, provide the fuel seal. Integral locking tabs inside the female connector hold the fittings together. Page 6279 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Locations Torque Converter Clutch Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 7556 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2454 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Specifications Axle Nut: Specifications Wheel Drive Shaft Nut Tighten the front to .............................................................................................................................. ........................................... 190 Nm (140 ft. lbs.) Page 6445 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Page 4099 component when snapping the throttle. Step 1 - Step 6 Drive Belt Falls Off Diagnosis Drive Belt Falls Off Diagnosis Diagnostic Aids ^ If the drive belts repeatedly fall off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Page 5057 Page 7844 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 7972 Page 7561 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 12234 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1136 Engine Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 12736 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. To disable the seat belt retractor pretensioner - LF, go to step 10. To disable the side impact sensor (SIS) - left, go to step 13. 10. Remove the lower center pillar trim. 11. Remove the connector position assurance (CPA) (3) from the seat belt retractor pretensioner - LF connector (2). 12. Disconnect the seat belt retractor pretensioner - LF connector (2) from the vehicle harness connector (1). Page 2410 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 10978 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8999 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9593 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3562 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9990 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1912 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 10873 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9185 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 9109 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 4242 10. Install the MAP sensor and bracket. 11. Install the MAP sensor bracket/upper intake manifold bolts. Tighten the bolts to 25 Nm (18 ft. lbs.). 12. Install the EVAP canister purge solenoid valve. 13. Install the EVAP canister purge solenoid valve bolt. Tighten the bolts to 16 Nm (12 ft. lbs.). Page 4096 Step 1 - Step 12 Page 1095 Body Control Module (BCM) C3 (Part 2) Page 1705 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8483 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 10039 Page 5173 Engine Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 4948 Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 7. Inspect the system for leaks. Page 6304 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 9327 Page 3321 Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 23. Move the other clip to the front of the cradle and replace with glued isolator (2). Note The hole should be drilled using a 7/32 in drill bit and is located 402mm (15-13/16 in) from the weld and 19mm (3/4 in) from the top of the cradle. The z-bracket should be riveted to the cradle using P/N 10125439 (instruction sheet may show P/N 11516301, but it may not be available). 24. Drill a hole in the cradle through the z-bracket. Note The hole should be drilled using 1/4 in drill bit and is located 40mm (1-9/16 in) from the weld and 16mm (5/8 in) from the top of the cradle. 25. Drill to fit clip in front of cradle (3). 26. Remove the cardboard protector from fin cooler. 27. Install the right side engine mount and bracket to the vehicle. 28. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb ft). 29. Raise the rear of the frame (cradle) using an adjustable jackstand. Page 11465 Page 9959 Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER OUTLET DUCT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the positive crankcase ventilation (PCV) tube from the air inlet duct. 2. Loosen the air inlet duct clamp at the throttle body. 3. Remove the air inlet duct from the throttle body. 4. Loosen the air inlet duct clamp at the mass air flow (MAF)/intake air temperature (IAT) sensor. 5. Remove the air inlet duct from the MAF/IAT sensor. INSTALLATION PROCEDURE 1. Install the air inlet duct from the MAF/IAT sensor. 2. Tighten the air inlet duct clamp at the MAF/IAT sensor. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the clamp to 3 N.m (27 lb in). 3. Install the air inlet duct to the throttle body. 4. Tighten the air inlet duct clamp at the throttle body. Tighten the clamp to 3 N.m (27 lb in). 5. Connect the PCV tube to the air inlet duct. Page 2583 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 10386 Conversion - English/Metric (Part 1) Page 10378 Page 7480 Engine Control Module (ECM) C2 (Part 1) Page 9411 Page 1637 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11413 Application Table (Part 1) Page 286 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 4804 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 30 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 2207 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5458 Passenger Car Zoning PASSENGER CAR ZONING Page 11661 Auxiliary Power Outlet - Rear Auxiliary Power Outlet - Seat Page 5693 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7341 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 12462 24. Install the connector to the sensor. Page 2745 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Locations Timing Component Alignment Marks: Locations Align the crankshaft timing mark (1) to the timing mark on the bottom of the timing chain tensioner (2). Hold the camshaft sprocket with the timing chain hanging down and install the timing chain to the crankshaft gear. Align the timing mark on the camshaft gear (4) with the timing mark on top of the timing chain tensioner (3). Page 5766 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1893 Page 8952 Page 7490 Engine Control Module: Service and Repair ENGINE CONTROL MODULE (ECM) REPLACEMENT Service of the engine control module (ECM) should normally consist of either replacement of the ECM or electrically erasable programmable read only memory (EEPROM) programming. If the diagnostic procedures call for ECM replacement, inspect the ECM first to see if the replacement is the correct part. If the ECM is faulty, remove the ECM and install the new service ECM. The new service ECM will not be programmed. You must program the new ECM. DTC P0602 indicates the EEPROM is not programmed or has malfunctioned. NOTE: - In order to prevent any possible electrostatic discharge damage to the ECM, do not touch the connector pins or the soldered components on the circuit board. - Always turn the ignition off when installing or removing the ECM connectors in order to prevent damage to the components. Removal Procedure IMPORTANT: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100 percent. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5,000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life, if required. 2. Disconnect the negative battery cable. 3. Remove the left front inner fender brace. 4. Remove the air cleaner assembly. 5. Disconnect the ECM electrical connectors (2). Page 1865 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1410 Air Bag Control Module: Connector Views Inflatable Restraint Sensing and Diagnostic Module (With RPO Code AJ7) (Part 1) Page 1604 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2140 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7649 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4146 Engine Oil Pressure: Testing and Inspection Oil Pressure Diagnosis and Testing Low or No Oil Pressure The following conditions may cause low or no oil pressure: ^ Low oil level Fill to the full mark on the oil level indicator. ^ Incorrect or malfunctioning oil pressure switch Replace the oil pressure switch. ^ Incorrect or malfunctioning oil pressure gauge Replace the oil pressure gauge. ^ Improper oil viscosity or diluted oil Install oil of proper viscosity for expected temperature. - Install new oil if the oil is diluted. ^ A worn or dirty oil pump Clean or replace the oil pump. ^ A plugged oil filter Replace the oil filter. ^ A loose or plugged oil pickup screen Replace the oil pickup screen. ^ A hole in the oil pickup tube Replace the oil pickup tube. ^ Excessive rod, main, or cam bearing clearance Replace the bearings. ^ Cracked, porous, or plugged oil gallery Repair or replace the engine block. ^ Missing or improperly installed gallery plugs Install or repair the plugs as needed. ^ A stuck pressure regulator valve Inspect the pressure regulator valve for sticking in the bore. - Inspect the bore for scoring and burrs. ^ A worn or poorly machined camshaft Replace the camshaft. ^ Worn valve guides Repair the valve guides as needed. Oil Pressure Testing Tools Required ^ J-21867-6 Oil Pressure Adapter Fitting ^ J25087-C Oil Pressure Tester If the vehicle has low oil pressure complete the following steps: 1. Inspect the oil level. 2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the oil filter. 4. Assemble the plunger valve in the large hole of the J25087-C base. Insert the hose in the small hole of the J25087-C base. Connect the gauge to the end of the hose. 5. Insert the flat side of the rubber plug in the bypass valve without depressing the bypass valve. 6. Install the J25087-C and J-21867-6 on the filter mounting pad. 7. Start the engine. 8. Inspect the overall oil pressure, the oil pressure switch, and for noisy lifters. Ensure that the engine is at operating temperature before inspecting the oil pressure. The oil pressure should be approximately 414 kPa (60 psi) at 1,850 RPM using 5W-30 engine oil. 9. If adequate oil pressure is indicated, test the oil pressure switch. 10. If a low reading is indicated, press the valve on the tester base in order to isolate the oil pump and/or its components from the lubricating system. An adequate reading at this time indicates a good pump and the previous low pressure was due to worn bearings, etc. A low reading while pressing the valve indicates a faulty pump. Page 7053 Page 9469 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1812 Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER OUTLET DUCT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the positive crankcase ventilation (PCV) tube from the air inlet duct. 2. Loosen the air inlet duct clamp at the throttle body. 3. Remove the air inlet duct from the throttle body. 4. Loosen the air inlet duct clamp at the mass air flow (MAF)/intake air temperature (IAT) sensor. 5. Remove the air inlet duct from the MAF/IAT sensor. INSTALLATION PROCEDURE 1. Install the air inlet duct from the MAF/IAT sensor. 2. Tighten the air inlet duct clamp at the MAF/IAT sensor. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the clamp to 3 N.m (27 lb in). 3. Install the air inlet duct to the throttle body. 4. Tighten the air inlet duct clamp at the throttle body. Tighten the clamp to 3 N.m (27 lb in). 5. Connect the PCV tube to the air inlet duct. Page 13184 Page 9733 Note All pictures must be sent as a.jpg file. 27. E-mail a copy of the screenshot to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 28. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 29. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Warranty Information - The Dealership Service Management must be involved in any situation that would justify the use of labor operation Z1111. - Notify the Fixed Operations Manager (FOM) (Warranty Manager (WM) in Canada) of the situation. - All claims will have to be routed to the FOM (WM in Canada) for approval. - Please refer to Corporate Bulletin Number 09-00-89-016, Labor Operation Z1111 - Suspected Tampering or Vehicle Modifications for important information. For vehicles repaired under warranty, use the table. Disclaimer Page 7825 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 10079 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 4521 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 12327 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 6699 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8585 1. Install the fuel tank fill pipe. 2. Install the fuel tank fill pipe hose (2) onto the fuel tank (3). 3. Connect the vent pipe quick connect fitting to the fuel tank vent pipe quick connect fitting. 4. Tighten the fuel fill pipe clamp (1) at the fuel tank. NOTE: Refer to Fastener Notice. Tighten the clamp to 2.5 N.m (22 lb in). Page 4516 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 4507 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 10376 Page 4413 Water Pump: Service and Repair Water Pump Replacement (RPO's LZE/LZ4/LZ9) Removal Procedure 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Loosen the water pump pulley bolts. 3. Remove the drive belt. 4. Remove the water pump pulley bolts and pulley. 5. Remove the water pump bolts. 6. Remove the water pump and gasket. 7. Clean the water pump mating surfaces. Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor Grommet Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting: ^ Place the sensors cap and valve on a dry clean surface after removal, the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ Position the bead breaking fixture 90 degrees from the valve stem when separating the tire bead from the wheel. ^ Position the mounting/dismounting head so the tire iron, or pry bar can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, replace the sensor. Refer to Tire Pressure Sensor Replacement. Also remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the sensor from the wheel hole. 6. Remove the sensor grommet from the valve stem. Installation Procedure 1. Clean any dirt or debris from the grommet sealing areas. 2. Install the grommet on the sensor valve stem. 3. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 4. Notice: Refer to Fastener Notice in Service Precautions. Page 7380 - Ignition is turned ON. - Park lamps are ON. - Keyless entry or remote start message The BCM will enter a sleep state when all of the following conditions exist: The ignition switch is OFF. - No activity exists on the serial data line. - No outputs are commanded. - No delay timers are actively counting. - No wake-up inputs are present. If all these conditions are met, the BCM will enter a low power or sleep condition. Page 333 Built After and Including the VIN Breakpoints shown. The Generation (Gen) 6.1 OnStar(R) system found in these vehicles has the capability to change the default English voice recognition to French or Spanish. Changing the language of the OnStar(R) system will change the following features to the language you select: Voice recognition command prompts will be played in the language selected. The voice recognition system will only recognize commands given in the selected language. Once completed, this process completely changes all voice recognition and voice commands of the OnStar(R) system. The process will need to be repeated in its entirety to change to a different language, including English. Page 3750 Tighten the sensor nut to 7 Nm (62 inch lbs.). 4. Important: Before reinstalling the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting. ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for the outer bead. Install the tire on the wheel. 5. Important: A service replacement tire pressure sensor is shipped in OFF mode. In this mode the sensors unique identification code cannot be learned into the antenna modules memory. The sensor must be taken out of OFF mode by spinning the tire/wheel assembly above 32 km/h (20 mph) in order to close the sensors internal roll switch for at least 10 seconds. Install the tire/wheel assembly on the vehicle. 6. Lower the vehicle. 7. Learn the tire pressure sensors. Refer to Tire Pressure Sensor Learn. Page 10558 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Campaign - Power Steering Hose Leak Technical Service Bulletin # 09132C Date: 110303 Campaign - Power Steering Hose Leak CUSTOMER SATISFACTION Bulletin No.: 09132C Date: March 03, 2011 Subject: 09132C - Power Steering Hose Leak Models: 2006 Chevrolet Impala, Monte Carlo (V6 & V8 Engine) 2005-2006 Pontiac Grand Prix (V8 Engine) Supercede: The expiration date of this bulletin is being extended to February 28, 2013. Discard all copies of bulletin 09132B, issued March 2010. *****THIS PROGRAM IS IN EFFECT UNTIL FEBRUARY 28, 2013.***** Condition Certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine may have a condition in which the power steering cooler line may leak or split. When these vehicles are started in cold weather, the pressure on the hose is substantially higher than in warmer weather and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, or replace a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Involved are certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine, and built within these VIN breakpoints: Important Dealers are to confirm vehicle eligibility prior to beginning repairs by using Investigate Vehicle History. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers through the GM GlobalConnect Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts required to complete this program are to be obtained from General Motors Customer Care and Aftersales. Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Page 11094 If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, perform the following steps: 1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection. See: Hydraulic System/Testing and Inspection/Component Tests and General Diagnostics/Brake System External Leak Inspection 2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. 23. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. See: Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures Pressure Hydraulic Brake System Bleeding (Pressure) Tools Required ^ J29532 Diaphragm Type Brake Pressure Bleeder, or equivalent ^ J35589-A Brake Pressure Bleeder Adapter Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap is necessary, clean the outside of the reservoir on and around the cap prior to removal. 2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 4. Reconnect the brake pipe to the master cylinder port and tighten securely. 5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J35589-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J29532, or equivalent. Add Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J29532, or equivalent, to the J35589-A. 8. Charge the J29532, or equivalent, air tank to 175 - 205 kPa (25 - 30 psi). 9. Open the J29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder, then tighten the bleeder valve. 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuit - Page 8869 Page 2085 Page 4794 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 1819 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 9249 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9924 5. Notice: Refer to Fastener Notice in Service Precautions. Install the oil pump body and cover bolts (206,207). ^ Tighten the bolts (207) to 12 Nm (106 inch lbs.). ^ Tighten the bolts (206) to 16 Nm (12 ft. lbs.). 6. Reposition and connect the electrical connectors to the following: ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) ^ 2 - 3 Shift solenoid valve assembly (315B) ^ If equipped internal mode switch 7. Install the case side cover. Page 9507 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the pressure control solenoid (PCS) electrical connector. 3. Remove the PCS retaining clip (314E). 4. Remove the PCS (322). Installation Procedure 1. Install the PCS (322). 2. Install the PCS retaining clip (314E). 3. Connect the PCS electrical connector. 4. Install the case side cover. Page 3043 Disclaimer Page 8123 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8101 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 48 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 13101 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 2396 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1596 Page 12660 What You Should Do: To limit any possible inconvenience, we recommend that you contact your dealer as soon as possible to schedule an appointment for this repair. By scheduling an appointment, your dealer can ensure that the necessary parts will be available on your scheduled appointment date. Reimbursement: The enclosed form explains what reimbursement is available and how to request reimbursement if you have paid for repairs for this condition. Your request for reimbursement, including the information and documents mentioned on the enclosed form, must be received by GM by February 28, 2011. Because you have already had the hose replaced, you do not need to take your vehicle to your dealer for this repair. If you have any questions or need any assistance to better understand related repairs, please contact your dealer. If you have questions related to a potential reimbursement, please contact the appropriate Customer Assistance Center at the number listed below. We sincerely regret any inconvenience or concern that this situation may cause you. We want you to know that we will do our best, throughout your ownership experience, to ensure that your GM vehicle provides you many miles of enjoyable driving. Scott Lawson Director, Customer and Relationship Services Enclosure 09132 Page 10783 Control Module: Service and Repair Transmission Control Module (TCM) Replacement Transmission Control Module Page 6820 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Procedures Variable Valve Timing Actuator: Procedures INTAKE MANIFOLD TUNING VALVE REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the intake manifold tuning valve electrical connector. 3. Remove the engine harness clip from the engine bracket. 4. Remove the power steering pump. 5. Remove the intake manifold tuning valve bolts. 6. Remove the intake manifold tuning valve. INSTALLATION PROCEDURE Page 9563 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Electrical - Various Systems Concerns Body Control Module: All Technical Service Bulletins Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 2792 Page 10010 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 7822 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2274 Page 5528 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 8354 5. Turn the ignition to the OFF position. 6. Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail with J 37287, J 42873 or J 42964 as appropriate for the fuel system. 7. Connect the J 35800-A to the vehicle fuel rail. 8. Pressurize the J 35800-A to 510 kPa (75 psi). 9. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes. 10. Turn the ignition to the OFF position. 11. Disconnect the J 35800-A from the fuel rail. 12. Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped. 13. Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines. 14. Start and idle the vehicle for an additional two minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines. 15. Pour the entire contents of GM Fuel System Treatment Plus (P/N 88861011 [in Canada, P/N 88861012]) into the tank and advise the customer to fill the tank. 16. Review the benefits of using Top Tier Detergent gasoline with the customer and recommend that they add a bottle of GM Fuel System Treatment Plus to the fuel tank at every oil change. Regular use of GM Fuel System Treatment Plus should keep the customer from having to repeat the injector cleaning procedure. 17. Road test the vehicle to verify that the customer concern has been corrected. Parts Information * Only 1/8 of the cost may be claimed for 4 and 6 cylinder engines and 1/4 of the cost for 8 cylinder engines. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table above. Warranty Information (Saab U.S. Models) Page 1625 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 11587 Page 9178 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 7092 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 7144 4. Remove the engine oil pressure sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil pressure sensor. Tighten the sensor to 16 Nm (12 ft. lbs.). Page 6420 Page 6595 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 664 Application Table (Part 1) Page 8443 Fuel Injector: Description and Operation FUEL INJECTORS The Multec 3.5 fuel injector assembly is a solenoid operated device, controlled by the powertrain control module (PCM), that meters pressurized fuel to a single engine cylinder. The PCM energizes the high-impedance (12 ohms) injector solenoid (1) to open a normally closed ball valve (2). This allows fuel to flow into the top of the injector, past the ball valve, and through a director plate at the injector outlet. The director plate has four machined holes that control the fuel flow, generating a spray of finely atomized fuel at the injector tip. Fuel from the injector tip is directed at the intake valve, causing it to become further atomized and vaporized before entering the combustion chamber. An injector stuck partly open can cause a loss of pressure after engine shutdown. Consequently, long cranking times would be noticed on some engines. Page 12340 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 11129 5. Important: Install NEW copper gaskets. Assemble the brake hose bolt (1) and the NEW copper brake hose gaskets (3) to the brake hose (2). 6. Install the brake hose-to-caliper bolt to the brake caliper. Tighten the bolt to 54 Nm (40 ft. lbs.). 7. Remove the 2 wheel lug nuts retaining the rotor to the hub. 8. Install the rear tire and the wheel assembly. 9. Lower the vehicle. 10. Fill the master cylinder to the proper level with clean brake fluid. 11. Bleed the brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 12. Inspect the hydraulic brake system for brake fluid leaks. Page 11217 install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit - install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J29532, or equivalent, fluid tank valve, then disconnect the J29532, or equivalent, from the J35589-A. 23. Remove the J35589-A from the brake master cylinder reservoir. 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 25. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection. See: Testing and Inspection/Component Tests and General Diagnostics/Brake System External Leak Inspection 2. If equipped with Antilock Brakes, using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. Refer to ABS Automated Bleed Procedure. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. 28. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. See: Testing and Inspection/Symptom Related Diagnostic Procedures Page 54 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5136 Body Control Module (BCM) C6 Page 12251 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Electrical Symbols Page 10236 The torque specification has changed for the fittings to case. The torque has changed from 38 Nm (28 lb ft) to 32 Nm (23 lb ft). Tighten Tighten the new cooler fittings to 32 Nm (23 lb ft). The converter drain back check ball (420C) has been removed from the cooler line fitting and is now located in the channel plate. If you get a concern of no movement in the morning or after sitting for several hours, the cooler check ball should be inspected. The best way to determine where the check ball is located is to look at the cooler line fittings. The old fittings are different sizes (3/8-18 NPSF & 1/4-18 NPSF) and would contain the cooler check ball. The new fittings are the same size as each other (9/16-18 UNF) and do not have a cooler check ball. Parts Information Disclaimer Page 9651 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 2017 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 10491 Page 225 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 7056 Page 11575 Application Table (Part 1) Page 13229 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 843 Page 11344 Page 7369 Body Control Module (BCM) C2 Page 5372 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 11789 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1501 Passenger Seat Components Page 9482 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 7090 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 8429 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6032 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 12312 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 3709 Frequently Asked Questions Disclaimer Page 1584 Page 7951 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8244 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 11817 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 3802 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 3663 Page 8775 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 9654 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2210 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 3858 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 640 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 7219 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8772 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 12140 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 6235 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8639 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 10062 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Diagrams Seat Belt Tension Sensor - Passenger Page 8197 Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 5910 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Page 6872 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7716 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 12038 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9121 9. Connect the left side spark plug wires to the ignition coil. 10. Connect the left side spark plug wires to the spark plugs. 11. Install the intake manifold cover. Page 9360 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Locations Headlamp Switch: Locations I/P Components Page 5633 LF Of The Engine Compartment Service and Repair Transmission Pressure Test Port: Service and Repair Oil Pressure Test Plug Replacement Page 12999 Page 6702 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 3834 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 5853 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 11621 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 881 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 11617 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1088 Page 23 Page 11741 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 11295 4. Connect the rear cable to the front cable. ^ For the right rear cable, connect the cable (3) to the clip (2). ^ For the left rear cable, install the equalizer stud to the equalizer nut, which is part of the equalizer assembly. 5. Adjust the park brake. 6. Lower the vehicle. Page 715 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 5199 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8093 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 3259 Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Customer Reimbursement Procedure and Claim Form is included with the customer letter. Important (For GM Only) Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada Customer requests for reimbursement for previous repairs for the condition are to be submitted to the dealer by February 28, 2013. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement verification. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Warranty Transaction Information Submit a transaction using the table below. Page 5842 Page 7739 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5962 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5325 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 1978 Passenger Car Zoning PASSENGER CAR ZONING Page 4483 Page 2322 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Service and Repair Steering Mounted Controls Transmitter: Service and Repair Steering Wheel Control Switch Assembly Replacement Page 5215 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9968 Arrows and Symbols ARROWS AND SYMBOLS Page 7427 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 9278 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11607 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 10408 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 11705 Brake Pressure Modulator Valve (BPMV) Replacement Hydraulic Assembly: Service and Repair Brake Pressure Modulator Valve (BPMV) Replacement Brake Pressure Modulator Valve (BPMV) Replacement Page 6415 Passenger Car Zoning PASSENGER CAR ZONING Page 8715 Page 5427 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8392 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 178 In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership/facility for service through April 30, 2011, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure Note Do NOT replace the inside rear view mirror in tandem with this concern. The mirror has no bearing on this specific issue. 1. Remove the OnStar(R) module (referred to as the Communication Interface Module (CIM) or Vehicle Communication Interface Module (VCIM) in SI). Refer to SI for module removal instructions. Note Inform customer that all Bluetooth devices must be paired with the new VCIM. Bluetooth devices that have not been paired to the new VCIM will not function properly. 2. Install the new OnStar(R) module (referred to as the Communication Interface Module (CIM) or Vehicle Communication Interface Module (VCIM) in SI). Refer to SI for module installation instructions. Page 10112 5. Disconnect the torque converter clutch pulse width modulation (TCC PWM) solenoid electrical connector. 6. Remove the TCC PWM solenoid retaining clip (314F). 7. Remove the TCC PWM solenoid (334). Installation Procedure 1. Install the TCC PWM solenoid (334). 2. Install the TCC PWM solenoid retaining clip (314F). 3. Connect the TCC PWM solenoid electrical connector. 4. Install the oil pump (200) to the valve body (300). Service and Repair Fan Shroud: Service and Repair Fan Shroud Replacement Page 1952 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 686 Page 12799 Steering Wheel: Service and Repair Steering Wheel Replacement Page 6662 Page 6952 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 620 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3085 Drive Belt: Testing and Inspection Drive Belt Excessive Wear Diagnosis Drive Belt Excessive Wear Diagnosis Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mispositioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is too wide or too narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body component when snapping the throttle. Step 1 - Step 6 Page 13114 Disclaimer Page 10871 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 12041 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5135 Body Control Module (BCM) C5 Page 5068 Page 725 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4011 1. Apply lubricate GM P/N 1051344 (Canadian P/N 993037) to the nose of the valve blade (1). 2. Install the intake manifold tuning valve. NOTE: Refer to Fastener Notice. 3. Install the intake manifold tuning valve bolts. Tighten the bolts to 10 N.m (89 lb in). 4. Install the power steering pump. Page 8114 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Procedures Variable Valve Timing Actuator: Procedures INTAKE MANIFOLD TUNING VALVE REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the intake manifold tuning valve electrical connector. 3. Remove the engine harness clip from the engine bracket. 4. Remove the power steering pump. 5. Remove the intake manifold tuning valve bolts. 6. Remove the intake manifold tuning valve. INSTALLATION PROCEDURE Page 1344 Air Bag Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5502 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 7079 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 11957 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 10982 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7063 Conversion - English/Metric (Part 1) Page 11597 Page 12998 Customer TPMS Information Page 10035 Page 5467 Page 10181 Important This service kit does not contain the gaskets and/or seals necessary to service the Case Cover and Control Valve Body, if they are disassembled from each other. Please review the graphic above for Pump Body-to-Case (230), Pump Cover-to-Case (231), Control Valve Body-to-Case (377), Manual Shift Detent Assembly-to-Case (805), and Case Cover-to-Case (433, 434, 435, 436, 374, 379, 380, 384) bolt locations. Notice Failure to use the parts in the service kit as instructed will cause improper function, and possible transmission distress. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 4524 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2336 Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel. 3. Disconnect the vehicle speed sensor (VSS) electrical connector. 4. Remove the VSS bolt (9). 5. Remove the VSS (10) from the extension case. 6. Remove the O-ring (11) from the VSS (10). Installation Procedure Restraints - Air Bag Lamp ON/Multiple DTC Set Air Bag Control Module: All Technical Service Bulletins Restraints - Air Bag Lamp ON/Multiple DTC Set TECHNICAL Bulletin No.: 08-09-41-002F Date: June 10, 2010 Subject: Diagnostic Information for Supplemental Inflatable Restraint (SIR) System, Intermittent AIR BAG Indicator/Lamp Illuminated with DTC(s) B0012, B0013, B0015, B0016, B0019, B0020, B0022, B0023, B0026, B0033, B0040, B0042 or B0044 Set (Inspect and Replace Connector Position Assurance (CPA) Retainer) Models: 2005-2007 Buick Rainier 2006-2009 Buick Allure (Canada only), LaCrosse, Lucerne 2008-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade Models 2008-2009 Cadillac SRX, XLR 2008-2010 Cadillac CTS, STS 2005-2006 Chevrolet SSR 2005-2009 Chevrolet TrailBlazer, TrailBlazer EXT 2005-2010 Chevrolet Cobalt 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Corvette, HHR, Impala, Malibu Models (includes Malibu Classic) 2007-2009 Chevrolet Equinox 2007-2010 Chevrolet Avalanche, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2005-2009 GMC Envoy Models 2007-2010 GMC Acadia, Sierra, Yukon, Yukon Denali, Yukon XL, Yukon Denali XL 2008-2010 GMC Savana 2005-2006 Pontiac Pursuit 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Pontiac G5, Torrent 2008-2009 Pontiac G8 2005-2009 Saab 9-7X 2007-2009 Saturn AURA, OUTLOOK, SKY 2008-2009 Saturn VUE 2008-2009 HUMMER H2 2007-2008 Daewoo G2X 2007-2009 Opel GT Supercede: This bulletin is being revised to update the Warranty Information and add Saab Warranty Information. Please discard Corporate Bulletin Number 08-09-41-002E (Section 09 Restraints). Condition - Some customers may comment on an intermittent or current AIR BAG indicator or lamp being illuminated on the instrument panel cluster (IPC). Important This bulletin only applies to the following DTCs: - Technicians may observe DTC(s) B0012 04, 0D, 0E; B0013 04, 0D, 0E; B0015 04, 0D, 0E; B0016 04, 0D, 0E; B0019 04, 0D, 0E; B0020 04, 0D, 0E; B0022, B0023 04, 0D, 0E; B0033 04, 0D, 0E; B0040 04, 0D, 0E; B0042 or B0044 set as Current or in History in the sensing and diagnostic module (SDM). Cause This condition may be caused by a loose, missing, or damaged connector position assurance (CPA) retainer at a supplemental inflatable restraint (SIR) module electrical connector, or a deployment loop wiring harness electrical connector. Correction Page 7745 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12538 Disclaimer Page 12913 1. Install the strut into place. 2. Notice: Refer to Fastener Notice. Install the strut to knuckle bolts. Tighten the strut to knuckle bolts and nuts to 120 Nm (89 ft. lbs.). 3. Install the bolt (2) to the brake hose bracket (3) and the strut assembly. Tighten the bolt to 10 Nm (89 inch lbs.). Page 11147 TOOL INFORMATION CORRECTION PLATE PART INFORMATION Refer to TSB 01-05-23-001 for the Brake Align(R) application chart. For vehicles repaired under warranty, Brake Align(R) Run-Out Correction Plates should be submitted in the Net Amount at cost plus 40%. Brake Align(R) Run-Out Correction Plates are available through the following suppliers: - Dealer Equipment and Services - Brake Align(R) LLC (U.S. Dealers Only) * We believe this source and their products to be reliable. There may be additional manufacturers of such products. General Motors does not endorse, indicate any preference for or assume any responsibility for the products from this firm or for any such items, which may be available from other sources. Page 7995 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 2313 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5802 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 3679 Fuse Block - Underhood C4 (Part 3) Page 9190 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 9420 Page 7817 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 2811 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 9966 Page 10336 Input Speed Sensor Connector, Wiring Harness Side Page 82 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 3648 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8698 Page 8004 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4805 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 9731 8. Take a CLEAR digital picture of the Tech 2(R) Vehicle Information screen showing the engine Calibration IDs and Verification Numbers as shown above. Retain the printout information and the Tech 2(R) screen photograph with the repair order. Note All pictures must be sent as a.jpg file. 9. E-mail a copy of the picture to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 10. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 11. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Tech 2(R) Displaying All Zeroes for the Verification Numbers on the Calibration ID and Verification Number Screen If the Tech 2(R) that you are using displays all zeroes for the Verification Numbers as shown, then perform the following steps: 1. Update the Tech 2(R) with the latest software from TIS2WEB. 2. Turn OFF the ignition for 90 seconds. 3. Connect the Tech 2(R) to the vehicle. 4. Turn ON the ignition, and build the vehicle. Observe the Tech 2(R) Calibration ID and Verification Number screen for proper operation. ‹› If the Tech 2(R) screen still does not display properly, then turn OFF the ignition for 90 seconds again. Turn ON the ignition and observe the same screen for proper operation. Retrieving Calibrations From a Global A Vehicle This information applies to the 2010 Camaro and is typical of the procedure that will be used on Global A vehicles. 1. Turn OFF the ignition. Page 6932 Page 1892 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9193 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4180 1. Install the oil filter bypass valve. Seat the valve fully below the bypass valve hole chamfer. 2. Position the oil filter adapter and gasket to the engine. 3. Apply threadlock GM P/N 12345382 (Canadian P/N 10953489), or equivalent to the bolt/stud threads, if required. 4. Notice: Refer to Fastener Notice. Install the oil filter adapter bolts and stud. Tighten the bolts and stud to 25 Nm (18 ft. lbs.). Page 7555 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 4905 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 409 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 778 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2545 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7297 Page 4261 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 3718 Malfunction Indicator Lamp: Testing and Inspection MALFUNCTION INDICATOR LAMP (MIL) DIAGNOSIS DIAGNOSTIC FAULT INFORMATION IMPORTANT: Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle CIRCUIT/SYSTEM DESCRIPTION Ignition voltage is supplied to the malfunction indicator lamp (MIL). The engine control module (ECM) turns the MIL ON by grounding the MIL control circuit. CIRCUIT/SYSTEM VERIFICATION The MIL should turn ON and OFF when commanded with a scan tool. CIRCUIT/SYSTEM TESTING 1. Turn OFF the ignition. 2. Disconnect the ECM. 3. Turn ON the ignition with the engine OFF. - If the MIL is still ON, test the MIL control circuit for a short to ground. - If the MIL control circuit tested OK and the MIL stayed ON, replace the instrument panel cluster (IPC). - If the MIL control circuit tested OK and the MIL went out when the ECM was disconnected, replace the ECM. 4. Measure for 12 volts from the MIL ignition voltage circuit in the ECM harness connector to a ground. - If there is less than 12 volts, test the MIL ignition voltage circuit for an open, or a short to ground and an open fuse. 5. Remove the fuse that supplies voltage to the MIL. 6. Measure for less than 1 volt from the MIL control circuit in the ECM harness connector to a good ground. - If there is more than 1 volt, test the MIL control circuit for a short to voltage. 7. Install the fuse that supplies voltage to the MIL. 8. The MIL should illuminate with a 3-amp fused jumper wire connected between the MIL control circuit in the ECM harness connector and a good ground. If the MIL does not illuminate, test the MIL control circuit for an open or high resistance. - If the MIL control circuit tests OK, replace the IPC. - If the MIL does illuminate, but does not when commanded ON with a scan tool, replace the ECM. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. Refer to Control Module References for ECM replacement, setup, and programming. See: Testing and Inspection/Programming and Relearning - Refer to Instrument Panel Cluster (IPC) Replacement. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Page 6673 Page 3406 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 7095 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11474 Conversion - English/Metric (Part 1) Page 9056 Conversion - English/Metric (Part 1) Page 1719 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10366 Diagrams Throttle Actuator Control (TAC) Module Page 8118 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10923 Page 2497 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11440 8. Install the positive battery cable (2) to the starter motor. 9. Install the starter solenoid BAT terminal nut (3) to the starter. Tighten the nut to 10 N.m (89 lb in). 10. Install the front lower air deflector. 11. Lower the vehicle. 12. Install the positive battery cable (2) to the BEC. 13. Install the positive battery cable junction block lead nut (1). Tighten the nut to 10 N.m (89 lb in). 14. Install the BEC cover. Page 11866 Fuse Block - Underhood C4 (Part 2) Page 8074 Arrows and Symbols ARROWS AND SYMBOLS Specifications Compression Check: Specifications No cylinder reading should be less than ................................................................................................................................................... 689 kPa (100 psi). Page 2487 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4392 7. Disconnect the right side spark plug wires from the right side spark plugs. 8. Disconnect the left side spark plug wires from the ignition coil. 9. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 10. Remove the right side spark plug wire clip from the ignition coil bracket. 11. Remove the spark plug wire assembly. INSTALLATION PROCEDURE 1. Install the spark plug wire assembly. 2. Install the right side spark plug wire clip at the ignition coil bracket. 3. If only one plug wire was replaced, install the plug wire and close the retaining clip. 4. Connect the right side spark plug wires to the ignition coil. 5. Connect the right side spark plug wires to the right side spark plugs. 6. Install the spark plug wire assembly. 7. Install the left side spark plug wire clips at the intake manifold bracket and heater inlet and outlet pipe. 8. If only one plug wire was replaced, install the plug wire and close the retaining clips. Page 8064 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6774 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 11875 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 10989 Page 9055 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6622 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 644 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 8997 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5700 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8386 Page 2786 Page 618 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 806 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 8767 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7724 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7502 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Page 2565 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6946 Page 1362 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1931 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 5899 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2705 Page 1664 Page 8310 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 2596 Page 359 Important: This bulletin does NOT apply to 2006 vehicles built AFTER the VIN breakpoints listed above. Refer to applicable diagnostics in SI for those vehicles that exhibit this condition. Remove the OnStar(R) fuse from the fuse box, wait five minutes and reinstall the fuse. (For Saturn VUE vehicles, remove the "INT LTS" fuse from the I/P fuse block for five minutes, then reinstall the fuse.) If the OnStar(R) system DOES NOT return to normal functionality, then follow the diagnostics in SI for this condition. If the OnStar(R) system DOES return to normal functionality, perform the following steps: 1. Install the Tech 2(R) and determine what generation hardware and software ID is in the vehicle. 2. If the vehicle is equipped with Generation 5 hardware and a software version 146, the VCIM should have the B1000 reprogramming performed as described in Corporate Bulletin Number 04-08-46-004A. The system should be tested and if the concern returns, the VCIM should be replaced. 3. If Gen 5 with a software version OTHER than 146 or Gen 6 and above, the VCIM needs to be replaced and the system reconfigured. Refer to the current version of Corporate Bulletin 03-08-46-004 for details on how to order a new VCIM. Important: As with any OnStar(R) VCIM replacement, the OnStar(R) system must be reconfigured after replacement. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 1349 Page 12005 Page 3423 Refrigerant: Fluid Type Specifications Air Conditioning Refrigerant ....................................................................................................................... R134a P/N 12356150 U.S. (10953485 Canada) Page 12596 * The amount identified in "Net Item" should represent the actual sum total of the current GMCC&A; Dealer net price for the 1/4 container of power steering fluid (V6) needed to perform the required repairs, not to exceed $1.40 USD, $1.26 CAD, plus applicable Mark-Up. ** The amount identified in "Net Item" should represent the dollar amount reimbursed to the customer. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter included with this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through February 28, 2013. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through February 28, 2013, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure V6 Engine Note The location of the leak (1) is shown above. The power steering cooler hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. Engine, A/T Controls - Shared Diagnostic Trouble Codes Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 3287 Parts Information Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product claim with the information shown. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Page 287 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Page 1884 Page 1385 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5582 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 12254 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6457 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 2629 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5422 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 9010 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 10555 Page 2269 Page 9075 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 132 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pressure sensor heat shield nut and shield. 3. Disconnect the engine oil pressure sensor electrical connector (1). Page 460 Vehicles Involved A list of involved vehicles currently in dealer inventory is attached to the Administrative Message (US) or Dealer Communication (Canada) used to release this bulletin. Customer vehicles that return for service, for any reason, and are still covered under the vehicle's base warranty, and are within the VIN breakpoints provided below, should be checked for vehicle eligibility in the appropriate system listed below. Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. Claim Information Programming Remote Keyless Entry Transmitters Using the Driver Information Center (DIC) All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at the same time, including the one programmed at the dealership. Those transmitters not programmed at the same time will not function properly. Follow the procedure below for programming. This procedure is also published in the Owner Manual. Electrical - Various Systems Concerns Body Control Module: Customer Interest Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 4827 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 7025 3. Connect the fuel level sensor electrical connector (1). 4. Install the fuel tank module. Page 2026 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 11784 Page 11155 1. Thickness Variation Pulsation is Caused by Lateral Run Out (LRO). LRO on a brake corner assembly is virtually undetectable unless measured (with a dial indicator after the brake service) and will not be detected as brake pulsation during an after brake service test drive. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop on the brake rotor over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800-16,000 km (3,000-10,000 mi). The more excessive the LRO, the faster the pulsation will develop. LRO can also be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of brake pulsation. Again, it usually takes 4,800-16,000 km (3,000-10,000 mi) AFTER the service event for the condition to develop. The customer does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service. The following are examples of pulsation conditions and reimbursement recommendations: - If the customer noticed the condition between 4,800-16,000 km (3,000-10,000 mi) and it gradually got worse, normally the repair would be covered. The customer may tolerate the condition until it becomes very apparent. - If a GM dealer performed a prior brake service, consider paying for the repair and then strongly reinforce proper brake lathe maintenance. - If the customer had the brake service done outside of a GM dealership, normally GM would not offer any assistance. - If a customer indicated they had wheel service, ask who performed the service. Then; - If a GM dealer performed the service, consider paying for the repair and then strongly reinforce the use of torque sticks at the dealer. Two common size torque sticks cover 90% of all GM products. Each technician needs to use torque sticks properly every time the wheel nuts are tightened. - If the customer had the wheel service done outside of a GM dealership, normally GM would not offer any assistance. 2. Thickness Variation Pulsation Caused by Brake Rotor Corrosion - Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows: - Cosmetic Corrosion: In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary. - Corrosion - Pulsation Caused by Thickness Variation (Lot Rot / Low Miles - 0-321 km (0-200 mi): At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage 3,200-8,000 km (2,000-5,000 mi): In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface, caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below. - Corrosion - Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage - 8,000 + km (5,000 + miles) : At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below. Important In some flaking instances, cleaning-up this type of corrosion may require more rotor material to be removed then desired. Customer consideration should be taken in these situations and handled on a case by case basis, depending on the amount/percentage of rotor life remaining and the vehicle's warranty time and miles. Brake Rotor Clean-Up Procedure Page 4916 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8611 Service and Repair Power Steering Bleeding: Service and Repair Bleeding the Power Steering System ^ Tools Required - J 35555 Metal Mityvac - J 43485 Power Steering Bleeder Adapter 1. Important: Hoses touching the frame, body, or engine may cause system noise. Verify that the hoses do not touch any other part of the vehicle. 2. Important: Loose connections may not leak, but could allow air into the steering system. Verify that all hose connections are tight. 3. Notice: If the power steering system has been serviced, an accurate fluid level reading cannot be obtained unless air is bled from the steering system. The air in the fluid may cause pump cavitation noise and may cause pump damage over a period of time. Important: Maintain the fluid level throughout the bleed procedure. Remove the pump reservoir cap. 4. Important: Use clean, new power steering fluid only. Fill the pump reservoir with fluid to the FULL COLD level. 5. Attach the J 43485 to the J 35555 or equivalent. 6. Place the J 43485 on or in the pump reservoir filler neck. 7. Apply a vacuum of 68 kPa (20 in Hg) maximum. 8. Wait 5 minutes. Typical vacuum drop is 7-10 kPa (2-3 in Hg). If the vacuum does not remain steady, refer to Excessive Vacuum Drop Diagnosis at the end of this procedure. 9. Remove the J 43485 and the J 35555. 10. Reinstall the pump reservoir cap. 11. Start the engine. Allow the engine to idle. 12. Turn off the engine. 13. Verify the fluid level. Repeat steps 11-13 until the fluid stabilizes. 14. Important: Do not turn steering wheel to lock. Page 12928 2. Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are removed. Failure to replace these fasteners after they become loose or are removed may cause loss of vehicle control and personal injury. Notice: Refer to Fastener Notice in Service Precautions. Install NEW wheel bearing/hub bolts. Tighten the NEW wheel bearing/hub bolts to 130 Nm (96 ft. lbs.). 3. Install the brake rotor and caliper. 4. Install the front wheel drive shaft nut. Insert a drift on a flat bladed tool into caliper and rotor to prevent the rotor from turning. Tighten the front wheel drive shaft nut to 190 Nm (140 ft. lbs.). 5. Important: Ensure that the connector clip engages the bracket properly. Install the wheel speed sensor electrical connector to the bracket, if equipped. 6. Connect the wheel speed sensor electrical connector (2), if equipped. 7. Install the tire and wheel. 8. Lower the vehicle. Page 10180 This service kit contains: Second Clutch Housing Fluid Seal Rings (613), a Second Clutch Assembly (617), a Case Cover (Channel Plate) Upper Gasket (430), and a Case Cover (Channel Plate) Lower Gasket (429). In addition to the content of this service kit, other gaskets not included in this service kit will also be needed to complete the repair - a Case Cover Lower Gasket (429), and a Case Cover Upper Gasket (430). These gaskets can be obtained by ordering gasket kit 24206391. Be sure to use ONLY the Second Clutch Assembly and Second Clutch Housing Fluid Seal Rings provided in this service kit. DISCARD the Second Clutch Assembly and Second Clutch Housing Fluid Seal Rings removed from the transmission being serviced. Disassemble ONLY the Oil Pump Assembly from the Case Cover (Complete). DO NOT disassemble the Control Valve Body from the Case Cover. Remove ONLY the Case Cover-to-Case bolts to remove the Case Cover and Valve Body from Transmission Case AS AN ASSEMBLY. To access all Case Cover-to-Case bolts, it is necessary to remove the Pressure Control Solenoid Valve Assembly (322), and 1-2 & 3-4 Shift Solenoid Valve Assemblies (315A, 315B). Page 1194 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 9813 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 7018 6. Remove the ECM from the air cleaner lower housing. Installation Procedure 1. Install the ECM to the air cleaner lower housing. Page 9938 4. Remove the automatic shift lock actuator from the pivot point (1), the base of the shift lock control and the vehicle. Installation Procedure Page 2623 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 598 Page 3454 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. Page 7560 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2231 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: TPMS System - Service And Re-Learning Sensor IDs Tires: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 5784 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 5186 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 45 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5759 Arrows and Symbols ARROWS AND SYMBOLS Page 506 RELEARN REMOTE KEY The Driver Information Center (DIC) display allows you to match the remote keyless entry transmitter to your vehicle. To match a remote keyless entry transmitter to your vehicle do the following: 1. Press the vehicle information button until RELEARN REMOTE KEY displays. 2. Press the set/reset button. 3. Press and hold the lock and unlock buttons on the first transmitter at the same time for approximately 15 seconds. On vehicles with memory recall seats, the first transmitter learned will match driver 1 and the second will match driver 2. 4. To match additional transmitters at this time, repeat step 3 with each new transmitter. Each vehicle can have a maximum of eight transmitters matched to it. 5. To exit the programming mode, you must cycle the key to the OFF/LOCK position. Disclaimer Service Procedure Important: Technicians may experience low performance using the TIS2 web application when reprogramming the vehicle to correct the condition. Technicans may notice the lower application performance from mid-morning until late afternoon. To assist in improving performance and reduce programming time, it is recommended to complete the bulletin procedure on customer vehicles first. Vehicles in inventory should be programmed during off peak hours if low performance is experienced. Important: This bulletin contains two reprogramming procedures, 1) reprogramming of the BCM, and 2) reprogramming of the RCDLR. Not all vehicles require reprogramming of both. ^ The Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon and Yukon XL vehicles require the BCM and RCDLR reprogramming. ^ The Buick Lucerne; Cadillac DTS; Chevrolet Impala, Monte Carlo; Chevrolet Equinox; and Pontiac Torrent require only the RCDLR reprogramming - DO NOT ATTEMPT TO REPROGRAM THE BCM ON THESE VEHICLES. Body Control Module Reprogramming - For Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL ONLY: Important: The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 2.0 for 2007 (available on 02/04/07) and on TIS DVD version 2.0/2007 or later, that was mailed to dealers on 02/14/2007. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Page 593 Passenger Car Zoning PASSENGER CAR ZONING Page 10064 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 2844 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11405 Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Case Replacement Ignition Lock Cylinder Case Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the ignition lock cylinder. 3. Remove the ignition switch. 4. Remove the steering column tilt head components. 5. Remove the turn signal switch housing. 6. Remove the turn signal and multifunction switch assembly only. Page 5805 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 9166 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Procedures Variable Valve Timing Actuator: Procedures INTAKE MANIFOLD TUNING VALVE REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the intake manifold tuning valve electrical connector. 3. Remove the engine harness clip from the engine bracket. 4. Remove the power steering pump. 5. Remove the intake manifold tuning valve bolts. 6. Remove the intake manifold tuning valve. INSTALLATION PROCEDURE Page 11241 Installation Procedure 1. Lubricate the new piston seal (4) with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Apply a thin coat of Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667) or equivalent, DOT-3 brake fluid from a clean, sealed brake fluid container onto the outer surface area of the caliper piston (3). 4. Install the bottom half of the caliper piston (2) into the caliper bore. 5. Install the new piston dust boot seal (1) over the caliper piston (2). 6. Compress the caliper piston (2) to the bottom of the caliper bore. 7. Fully seat the piston dust boot seal (1) into caliper counterbore. 8. Install the retaining ring that secures the dust boot to the caliper housing. 9. Install the bleeder valve and cap to the caliper and tighten the valve securely. 10. Install the rear brake caliper to the vehicle. Brake Caliper Bracket Replacement - Front Brake Caliper Bracket Replacement - Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Page 2495 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7631 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9631 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8024 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 2116 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7323 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 4600 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2222 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9799 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 12188 Page 8664 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2375 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2129 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4682 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 3514 Fuse: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2556 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2004 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 9882 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the steering column from the vehicle. 3. Remove the following from the steering shaft: 1 The boot seal (5) 2 The steering shaft seal (4) 3 The sensor retainer (3) 4 The sensor locator (2) 4. Remove the steering wheel position sensor (1). 5. Remove the adapter and bearing assembly from the steering jacket assembly. Installation Procedure 1. Install the adapter and bearing assembly to the steering jacket assembly. Page 7349 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8651 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 10391 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7786 Page 7152 Page 5166 Page 9073 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 10528 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 11916 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 946 Power Steering Pump Drive Shaft Seal Replacement Power Steering Pump: Service and Repair Power Steering Pump Drive Shaft Seal Replacement Power Steering Pump Drive Shaft Seal Replacement (CB) Removal Procedure 1. Remove the power steering pump from the vehicle, if necessary. 2. Important: Protect the drive shaft with the shim stock. Use a small chisel in order to remove the seal. Discard the seal. Installation Procedure 1. Lubricate the new drive shaft seal using power steering fluid. 2. Use a deep socket in order to install the new drive shaft seal. 3. Install the power steering pump, if removed. Specifications Wheel Fastener: Specifications Wheel Nut Torque ............................................................................................................................... ................................................... 100 ft. lb. (140 Nm) Page 1405 Page 2043 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 6329 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7359 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 9182 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10703 8. Place approximately half of the grease from the service kit in the halfshaft inboard seal. Use the remainder of the grease to repack the housing. 9. Important: Ensure the trilobal tripot bushing (3) is flush with the face of the housing (1). Install the new trilobal tripot bushing (3) to housing (1). 10. Position the larger new seal retaining clamp (2) on the halfshaft inboard seal. 11. Slide the housing (1) over the tripot joint spider assembly on the halfshaft bar. 12. Slide the large diameter of the halfshaft inboard seal (2), with the larger clamp (3) in place, over the outside of the trilobal tripot bushing and locate the lip of the seal in the groove. 13. Important: Page 3198 2. Install the heater outlet hose to the engine. 3. Install the heater outlet hose to the heater core. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Reposition the heater outlet hose clamp at the heater core using the J 38185. 6. Install the surge tank to the surge tank bracket. 7. Fill the coolant. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair Page 4840 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 2138 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 1176 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 1415 Inflatable Restraint Sensing And Diagnostic Module (Without RPO Code AY1) (Part 2) Page 3089 Drive Belt: Testing and Inspection Step 1 - Step 10 Drive Belt Excessive Wear Diagnosis Drive Belt Excessive Wear Diagnosis Diagnostic Aids Excessive wear on a drive belt is usually caused by an incorrect installation or the wrong drive belt for the application. Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt to make a noise or to fall off. Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt fall off. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mispositioning the drive belt by one groove on a pulley. 3. The installation of a drive belt that is too wide or too narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys. 4. This inspection is to verify the drive belt is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt should not come in contact with an engine or a body Page 2166 4. Remove the engine oil pressure sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil pressure sensor. Tighten the sensor to 16 Nm (12 ft. lbs.). Diagrams Engine Oil Level Switch Page 5438 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6650 CIRCUIT/SYSTEM TESTING 1. Ignition OFF, remove the RAP relay. 2. Test for less than 1.0 ohm of resistance between the relay coil ground circuit and ground. - If greater than 1.0 ohm, test the ground circuit for an open/high resistance. 3. Connect a test lamp between the RAP relay control circuit and ground. 4. Command the RAP relay ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded states. - If the test lamp remains ON all the time, test for a short to voltage on the relay coil control circuit. If the circuit tests normal, replace the BCM. - If the test lamp remains OFF all the time, test for a short to ground or open/high resistance on the relay coil control circuit. If the circuit tests normal, replace the BCM. 5. If all circuits test normal, test or replace the RAP relay. COMPONENT TESTING Relay Test 1. Ignition OFF, disconnect the RAP relay. 2. Test for 70-110 ohms of resistance between terminals 85 and 86. - If the resistance is not within the specified range, replace the relay. 3. Test for infinite resistance between the following terminals: - 30 and 86 - 30 and 87 - 30 and 85 - 85 and 87 - If less than infinite, replace the relay. 4. Install a 20 amp fused jumper wire between relay terminal 85 and 12 volts. Install a jumper wire between relay terminal 86 and ground. Test for less than 2.0 ohms of resistance between terminals 30 and 87. If greater than 2.0 ohms, replace the relay. REPAIR INSTRUCTIONS Perform the Diagnostic Repair Verification after completing the repair. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Control Module References for module replacement, setup, and programming. Page 3467 3. Remove the key from the ignition switch. 4. 0Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. Page 6670 Page 5891 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 7850 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2485 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5248 NOTE: - Do not attach add-on vacuum operated equipment to this vehicle. The use of add-on vacuum equipment may result in damage to vehicle components or systems. - Connect any add-on electrically operated equipment to the vehicle's electrical system at the battery (power and ground) in order to prevent damage to the vehicle. Aftermarket, add-on, electrical and vacuum equipment is defined as any equipment installed on a vehicle after leaving the factory that connects to the vehicles electrical or vacuum systems. No allowances have been made in the vehicle design for this type of equipment. Add-on electrical equipment, even when installed to these strict guidelines, may still cause the powertrain system to malfunction. This may also include equipment not connected to the vehicle electrical system, such as portable telephones and radios. Therefore, the first step in diagnosing any powertrain condition is to eliminate all of the aftermarket electrical equipment from the vehicle. After this is done, if the problem still exists, the problem may be diagnosed in the normal manner. Electrostatic Discharge (ESD) Damage IMPORTANT: In order to prevent possible electrostatic discharge damage to the engine control module (ECM), DO NOT touch the connector pins on the ECM. The electronic components that are used in the control systems are often designed to carry very low voltage. The electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage, therefore, it is important to use care when handling and testing electronic components. Emissions Control Information Label The underhood Vehicle Emissions Control Information Label contains important emission specifications and setting procedures. In the upper left corner is the exhaust emission information. This identifies the year, the manufacturing division of the engine, the displacement of the engine in liters, the class of the vehicle, and type of fuel metering system. There is also an illustrated emission components and vacuum hose schematic. This label is located in the engine compartment of every General Motors vehicle. If the label has been removed, it can be ordered from GM service parts operations (GMSPO). Underhood Inspection IMPORTANT: This inspection is very important and must be done carefully and thoroughly. Perform a careful underhood inspection when performing any diagnostic procedure or diagnosing the cause of an emission test failure. This can often lead to repairing a condition without further steps. Use the following guidelines when performing an inspection: Inspect all of the vacuum hoses for correct routing, pinches, cuts, or disconnects. - Inspect any hoses that are difficult to see. - Inspect all of the wires in the engine compartment for the following conditions: Burned or chafed spots - Pinched wires - Contact with sharp edges - Contact with hot exhaust manifolds Page 4852 Application Table (Part 1) Page 9569 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 5858 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1422 Application Table (Part 1) Page 1757 Ambient Light Sensor: Service and Repair DAYTIME RUNNING LAMPS (DRL) AMBIENT LIGHT SENSOR REPLACEMENT Page 651 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 11869 Fuse Block - I/P C1 (Part 2) Page 717 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 8751 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11806 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 771 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 10870 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 12691 Power Steering Pump: Service and Repair Power Steering Pump Replacement Power Steering Pump Replacement (LZ4/LZE/LZ9) Page 12526 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 3523 Radiator Inlet Hose Replacement Radiator Hose: Service and Repair Radiator Inlet Hose Replacement Radiator Hose Replacement - Inlet (RPO's LZE, LZ4, LZ9) Tools Required ^ J38185 Hose Clamp Pliers Removal Procedure 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Use J38185 in order to reposition the hose clamp from the radiator. 3. Remove the inlet hose from the radiator. 4. Use J38185 in order to reposition the hose clamp from the engine outlet pipe. 5. Remove the radiator inlet hose from the engine outlet pipe and the vehicle. Installation Procedure 1. Install the radiator inlet hose to the engine outlet pipe. 2. Use J38185 in order to reposition and install the hose clamp to the engine outlet pipe. Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: All Technical Service Bulletins Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 1038 Conversion - English/Metric (Part 1) Page 2970 Window Switch - Passenger Page 6124 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10698 6. Remove the spacer ring (1), spider assembly (2), spacer ring (3) (if equipped) using J 8059, and tripot boot (4). Discard the boot and rings. 7. Clean the halfshaft bar (5). Use a wire brush in order to remove any rust in the boot mounting area (grooves). 8. Inspect the needle rollers, needle bearings, and trunnion. Check the tripot housing for unusual wear, cracks, or other damage. Replace any damaged parts with the appropriate kit. Installation Procedure 1. Place the new small swage ring (2) onto the small end of the joint seal (1). Slide the joint seal (1) and the small swage ring (2) onto the halfshaft bar. 2. Position the small end of the joint seal (1) into the joint seal groove (3) on the halfshaft bar. Page 4876 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 11505 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2749 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 4923 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 8174 5. Install the EVAP line to the retainer. 6. Install the fuel/brake line retainer bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 7. Install the EVAP line to the retainer. 8. Install the fuel/brake line push in retainer to the underbody. Page 6669 Page 11048 Page 4816 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 13222 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7404 Page 8426 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 10017 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2378 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 11497 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 3571 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 9152 Diagram Information and Instructions Radiator Cooling Fan Motor Relay: Diagram Information and Instructions Electrical Symbols Page 12573 29. Connect both stabilizer shaft links. 30. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 31. Clean power steering fluid from the underbody of the vehicle. 32. Remove the drain pan. 33. Lower the vehicle. 34. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid in SI. Page 8755 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12194 Page 6145 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8334 Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 3651 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5675 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7017 Engine Control Module: Service and Repair ENGINE CONTROL MODULE (ECM) REPLACEMENT Service of the engine control module (ECM) should normally consist of either replacement of the ECM or electrically erasable programmable read only memory (EEPROM) programming. If the diagnostic procedures call for ECM replacement, inspect the ECM first to see if the replacement is the correct part. If the ECM is faulty, remove the ECM and install the new service ECM. The new service ECM will not be programmed. You must program the new ECM. DTC P0602 indicates the EEPROM is not programmed or has malfunctioned. NOTE: - In order to prevent any possible electrostatic discharge damage to the ECM, do not touch the connector pins or the soldered components on the circuit board. - Always turn the ignition off when installing or removing the ECM connectors in order to prevent damage to the components. Removal Procedure IMPORTANT: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100 percent. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5,000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life, if required. 2. Disconnect the negative battery cable. 3. Remove the left front inner fender brace. 4. Remove the air cleaner assembly. 5. Disconnect the ECM electrical connectors (2). Page 7611 Page 2262 Page 7872 1. Install the MAP sensor seal into the upper intake manifold. 2. Install the MAP sensor and bracket. 3. Install the upper intake manifold bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 25 N.m (18 lb ft). 4. If required, install the spark plug wire clip to the intake manifold bracket. 5. Connect the MAP sensor electrical connector. 6. Install the intake manifold cover. Page 11592 Auxiliary Power Outlet: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6190 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10652 354 - 3-2 Manual Downshift Valve Bore Plug 355 - 3-2 Manual Downshift Valve Spring 356 - 3-2 Manual Downshift Valve 357 - 2-3 Shift Valve 359 - 4-3 Manual Downshift Valve Bore Plug 360 - 4-3 Manual Downshift Valve 361 - 4-3 Manual Downshift Valve Spring 362 - 3-4 Shift Valve 385 2-3 Accumulator Valve Bushing Assembly Retainer Page 7334 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 195 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 12323 Page 8646 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Specifications Engine Oil Pressure: Specifications Oil Pressure - @ 1850 RPM ....................................................................................................................................................... 207 - 310 kPa (30 - 45 PSI) Page 12571 12. Remove the right side engine mount bracket bolts. 13. Remove the right side engine mount and bracket from the vehicle. 14. Disconnect the power steering cooler pipe/hose from the gear. 15. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 16. Disconnect the power steering cooler pipe/hose from the return line. 17. Remove the power steering cooler pipe/hose assembly from the vehicle. 18. Connect the power steering cooler pipe/hose to the return line and install clamp. 19. Connect the power steering cooler pipe/hose to the gear. 20. Install the right side engine mount with the bracket to the vehicle. 21. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb-ft.). 22. Raise the rear of the frame (cradle) using an adjustable jackstand. 23. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb-ft). 24. Remove the adjustable jackstand from under the frame. 25. Lower the transmission and remove support~. Page 793 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 12602 30. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb ft). 31. Remove the adjustable jackstand from under the frame. 32. Lower the transmission and remove the support. 33. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm(35 lb ft). 34. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb ft). Page 10905 Campaign - Power Steering Hose Replacement Technical Service Bulletin # 06072 Date: 061017 Campaign - Power Steering Hose Replacement Subject: Customer Satisfaction - Power Steering Hose Leak # 06072 - (10/17/2006) Models: 2006 Chevrolet Impala, Monte Carlo w/V6 & V8 Engine 2005-2006 Pontiac Grand Prix w/V8 Engine Registered in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming *********THIS PROGRAM IS IN EFFECT UNTIL OCTOBER 31, 2007********* Condition Customers in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming have reported an unusual number of power steering fluid leaks involving the power steering fluid return line in certain 2006 Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005-2006 Pontiac Grand Prix vehicles equipped with a V8 engine. When these vehicles are started at temperatures of -20°C (-4°F) or below, the pressure on the hose is substantially higher than in warmer conditions and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in power steering assist. If enough fluid is lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, and a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided through the applicable system listed below. Dealers will not have a report available if they have no involved vehicles currently assigned. --- US dealers - GM DealerWorld Recall Information --- Canadian dealers - GMinfoNet Recall Reports The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 9913 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 5793 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6680 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Electrical - Battery Goes Dead Overnight Body Control Module: All Technical Service Bulletins Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Page 4541 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 3345 3. Install the inlet hose to the radiator. 4. Use J38185 in order to reposition and install the hose clamp to the radiator. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Page 8506 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 3307 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 7564 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2946 Transmission Internal Mode Switch Connector, Wiring Harness Side Page 10220 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Page 1129 Page 7213 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9305 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 11798 Page 5087 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5507 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3650 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4194 8. Remove the oil filter. 9. Remove the starter. 10. Remove the air conditioning (A/C) compressor nut and bolt. 11. Remove the A/C compressor rear bolt and position the compressor aside. Page 1521 Sunroof / Moonroof Switch: Service and Repair Sunroof Switch Replacement (Monte Carlo) Page 7940 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 3450 6. Connect the seat belt retractor pretensioner - LF connector (2) to vehicle harness connector (1). 7. Install the CPA (3) to the seat belt retractor pretensioner - LF connector (2). 8. Install the lower center pillar trim. 9. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 10. Replace both fuse center covers. 11. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 12. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 12728 13. Remove the LF door trim panel (2). 14. Remove the CPA (3) from the SIS - left connector (4). 15. Remove the SIS - left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS - left, go to step 3. To enable the seat belt retractor pretensioner - LF, go to step 5. 3. Install the SIS - left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS - left connector (4). 5. Install the LF door trim panel (2). Page 2073 Page 11151 When using the On-Car lathe on vehicles equipped with limited slip (or posi-trac) rear system, it is critical that the rear drive shaft is disconnected/disengaged prior to operation of the On-Car lathe. Remember to mark and re-index the drive shaft correctly on re-assembly to prevent creating driveline vibration. Whenever the lathe drive motor is being switched on, the operator MUST keep their body out of the wheel well area until the machine has reached its normal operating RPM. 2. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. Important When raising the vehicle on the lift, be sure to have it at a good working height (waist high is average) to accommodate mounting the On-Car lathe. Optimally, the center piston on the lathe trolley will be mid-travel. If the lathe trolley center piston is completely compressed (bottoming out) or inversely fully extended and hanging off the vehicle hub, this could affect the calibration time of the lathe. 3. Select the correct adapter for the vehicle you're working on and mount it to the hub with the vehicle lug nuts. Hand tighten 34-41 Nm (25-30 lb ft) the nuts using equal torque. DO NOT use impact wrenches, excessive torque will damage the adapter. Important Ensure the adapter sits flush on the rotor hat surface. Be sure to remove any rust, rotor retaining clips, etc. that may preclude the adapter from sitting flat on the mounting surface. 4. Connect the lathe to the adapter, turn on the lathe and activate the computer to compensate for run-out in the hub. 5. Once the computer indicates the compensation process was successful, on the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 6. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 7. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 8. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 9. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. 10. Dismount the lathe, but leave the lathe adapter attached to the vehicle. 6. Once the rotor has been properly machined, wash the rotor with soap and water (use a mild dish washing soap) or wipe it clean with GM approved brake cleaner, P/N 88862650 (Canadian P/N 88901247). Important Thoroughly cleaning the rotor will prevent the possible transfer of finite metal dust left as a by-product of machining to the pad material during the seating process, thus reducing the opportunity for squeaks or other noises to occur. 7. ***Record the REFINISHED rotor thickness measurement on the repair order hard copy. Refer to the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 8. Setting up to measure for Lateral Run Out (LRO): Important Measuring for Lateral Run Out (LRO) (steps 8 - 15) is no longer required however, these steps are being left in the overall procedure as a good check to be performed in the case of a repeat pulsation complaint. If you are not checking for LRO, go to step 16. Bench-Type Lathe 1. Ensure that the mating surfaces of the rotor hat section and the hub mating surface are clean and free of debris. 2. Mount the new, original or refinished rotor onto the vehicle hub. Important Always hold the rotor on the bottom half so any debris that may be dislodged from the vents will fall out instead of falling into the mounting area. Any movement or jarring from the rotor falling over on the studs can release rust from the vents on the rotor. 3. Tilt the top of the rotor in towards the vehicle so you can see the studs and ease the rotor onto the studs. Page 12731 7. Pull back carpet from the front lower right/passenger door pillar to expose the interior fuse center (1), refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. Remove the left/driver outer trim cover from the instrument panel (I/P). 10. Remove the connector position assurance (CPA) from the steering wheel module coil connector (1). 11. Disconnect the steering wheel module coil connector (1) from the vehicle harness connector (3). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector (1) to the vehicle harness connector (3). 3. Install the CPA to the steering wheel module coil connector (1). 4. Install the left outer trim cover to the I/P. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 8. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 4500 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6761 Page 12783 6. Remove the J 42640 from the steering column. 7. Install the intermediate steering shaft seal onto the power steering gear. 8. Install the tire and wheel assembly. 9. Lower the vehicle. 10. Install the left instrument panel insulator. Page 10520 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9994 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 11496 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8444 Fuel Injector: Testing and Inspection FUEL INJECTOR DIAGNOSIS DIAGNOSTIC FAULT INFORMATION Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle CIRCUIT/SYSTEM DESCRIPTION The control module enables the appropriate fuel injector pulse for each cylinder. The ignition voltage is supplied directly to the fuel injectors. The control module controls each fuel injector by grounding the control circuit via a solid state device called a driver. A fuel injector coil winding resistance that is too high or too low will affect the engine driveability. A fuel injector control circuit DTC may not set, but a misfire may be apparent. The fuel injector coil windings are affected by temperature. The resistance of the fuel injector coil windings will increase as the temperature of the fuel injector increases. When performing the fuel injector balance test, the scan tool is first used to energize the fuel pump relay. The fuel injector tester or the scan tool is then used to pulse each injector for a precise amount of time, allowing a measured amount of the fuel to be injected. This causes a drop in the system fuel pressure that can be recorded and used to compare each injector. DIAGNOSTIC AIDS - Monitoring the misfire current counters, or misfire graph, may help to isolate the fuel injector that is causing the condition. - Operating the vehicle over a wide temperature range may help isolate the fuel injector that is causing the condition. - Perform the fuel injector coil test within the conditions of the customers concern. A fuel injector condition may only be apparent at a certain temperature, or under certain conditions. COMPONENT TESTING Fuel Injector Coil Test 1. Observe the ECT Sensor parameter with a scan tool. The ECT sensor should be 10-32°C (50-90°F). - If the ECT Sensor parameter is not within 10-32°C (50-90°F), go to step 3. 2. Measure the resistance of each fuel injector with a DMM. The resistance of each fuel injector should be 11-14 ohms. - If the resistance of any fuel injector is not 11-14 ohms, replace the fuel injector. 3. Measure and record the resistance of each fuel injector with a DMM. Subtract the lowest resistance value from the highest resistance value. The difference between the lowest value and the highest value should be equal to or less than 3 ohms. If the difference is equal to or less than 3 ohms, perform the Fuel Injector Balance Test-Fuel Pressure Test. - If the difference is more than 3 ohms, continue with the Fuel Injector Coil Test. 4. Add all of the fuel injector resistance values to obtain a total resistance value. Divide the total resistance value by the number of fuel injectors to obtain an average resistance value. Subtract the lowest individual fuel injector resistance value from the average resistance value. Compute the difference between the highest individual fuel injector resistance value and the average resistance value. Replace the fuel injector that displays the greatest resistance difference above or below the average. 5. Perform the Fuel Injector Balance Test-Fuel Pressure Test. IMPORTANT: DO NOT perform this test if the engine coolant temperature (ECT) is above 94°C (201°F). Irregular fuel pressure readings may result due to hot soak fuel boiling. - Verify that adequate fuel is in the fuel tank before proceeding with this diagnostic. Fuel Injector Balance Test-Fuel Pressure Test 1. Install a fuel pressure gage. 2. Turn ON the ignition, with the engine OFF. 3. Command the fuel pump relay ON with a scan tool. IMPORTANT: The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. - DO NOT start the engine. 4. Observe the fuel pressure gage with the fuel pump commanded ON. The fuel pressure should be 345-414 kPa (50-60 psi). - If the fuel pressure is not 345-414 kPa (50-60 psi), refer to Fuel System Diagnosis. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 5. Monitor the fuel pressure gage for one minute. The fuel pressure should not decrease more than 34 kPa (5 psi). - If the fuel pressure decreases more than 34 kPa (5 psi), refer to Fuel System Diagnosis. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics IMPORTANT: The fuel pressure may vary slightly when the fuel pump stops operating. After the fuel pump stops operating, the fuel pressure should stabilize and remain constant. Page 8432 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7636 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7699 Fuel System - Fuel Injector Maintenance Cleaning Fuel Injector: All Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning Bulletin No.: 04-06-04-051B Date: January 04, 2006 INFORMATION Subject: Maintenance Cleaning of Fuel Injectors Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2 2006 HUMMER H3 Supercede: This bulletin is being revised to add models and model years and update the name and part number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A (Section 06 - Engine/Propulsion System). General Motors is aware that some companies are marketing tools, equipment and programs to support fuel injector cleaning as a preventative maintenance procedure. General Motors does not endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance procedure. Fuel injector cleaning is approved only when performed as directed by a published GM driveability or DTC diagnostic service procedure. Due to variation in fuel quality in different areas of the country, the only preventative maintenance currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada, P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number 03-06-04-030A for proper cleaning instructions. Disclaimer Page 10426 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 10417 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 9903 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 5698 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Locations Main Relay (Computer/Fuel System): Locations Location View Page 5959 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 8276 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 8298 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 63 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Locations Brake Fluid Level Sensor/Switch: Locations ABS Component Views LF of the Engine Compartment 1 - Mass Air Flow (MAF) / Intake Air Temperature (IAT) Sensor 2 - Brake Fluid Level Switch 3 Windshield Wiper Motor 4 - Electronic Brake Control Module (EBCM) 5 - A/C Refrigerant Pressure Sensor 6 - Transmission Control Module (TCM) 7 - Engine Control Module (ECM) 8 - G101 9 Inflatable Restraint Front end Sensor - Left Page 9201 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 6883 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9241 Page 8907 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 17 Accessory Delay Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 4401 - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion - Reduced ignition system voltage output Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 485 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 5571 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 5109 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1503 Seat Adjustor Switch - Driver (With RPO Code AH5) Page 6106 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2700 Page 12256 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10835 Page 6908 Data Link Connector: Testing and Inspection DATA LINK REFERENCES This table identifies which serial data link that a particular module uses for in-vehicle data transmission. Some modules may use more than one data link to communicate. Some modules may have multiple communication circuits passing through them without actively communicating on that data link. This table is used to assist in correcting a communication malfunction. For the description and operation of these serial data communication circuits refer to Data Link Communications Description and Operation. Page 11694 Page 6938 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 9424 Page 7181 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8455 5. Squeeze where indicated by the arrows on both sides of the plastic ring to disengage the quick connect fitting. 6. Pull the quick connect fitting connection apart. INSTALLATION PROCEDURE CAUTION: In order to reduce the risk of fire and personal injury, before connecting fuel pipe fittings, always apply a few drops of clean engine oil to the male pipe ends. This will ensure proper reconnection and prevent a possible fuel leak. During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated. 1. Apply a few drops of clean oil to the male connection end. 2. Push both sides of the quick-connect fitting together in order to cause the retaining tabs to snap into place. Page 8111 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12604 What You Should Do: To limit any possible inconvenience, we recommend that you contact your dealer as soon as possible to schedule an appointment for this repair. By scheduling an appointment, your dealer can ensure that the necessary parts will be available on your scheduled appointment date. Reimbursement: The enclosed form explains what reimbursement is available and how to request reimbursement if you have paid for repairs for this condition. Your request for reimbursement, including the information and documents mentioned on the enclosed form, must be received by GM by February 28, 2011. Because you have already had the hose replaced, you do not need to take your vehicle to your dealer for this repair. If you have any questions or need any assistance to better understand related repairs, please contact your dealer. If you have questions related to a potential reimbursement, please contact the appropriate Customer Assistance Center at the number listed below. We sincerely regret any inconvenience or concern that this situation may cause you. We want you to know that we will do our best, throughout your ownership experience, to ensure that your GM vehicle provides you many miles of enjoyable driving. Scott Lawson Director, Customer and Relationship Services Enclosure 09132 Page 12262 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8312 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 8513 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 9517 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Removal Procedure 1. Remove the knee bolster bracket. 2. Disconnect the automatic shift lock actuator electrical connector. 3. Remove the actuator from the steering column ball studs. Installation Procedure 1. Install the automatic shift lock control actuator to the steering column ball studs. 2. Connect the automatic shift lock actuator electrical connector. 3. Place the column in the neutral position. Page 12972 Low Tire Pressure Indicator: Description and Operation TIRE PRESSURE MONITOR SYSTEM Your vehicle may have a Tire Pressure Monitor System (TPMS). This system uses radio and sensor technology to check tire pressure levels. If your vehicle has this feature, sensors are mounted onto each tire and wheel assembly, except for the spare tire. The TPMS sensors monitor the air pressure in your vehicle's tires and transmit tire pressure readings to a receiver located in the vehicle. Each tire, including the spare (if provided), should be checked monthly when cold and inflated to the inflation pressure recommended by the vehicle manufacturer on the vehicle placard or tire inflation pressure label. (If your vehicle has tires of a different size than the size indicated on the vehicle placard or tire inflation pressure label, you should determine the proper inflation pressure for those tires.) As an added safety feature, your vehicle has been equipped with a tire pressure monitoring system (TPMS) that illuminates a low tire pressure telltale when one or more of your tires is significantly under-inflated. Accordingly, when the low tire pressure telltale illuminates, you should stop and check your tires as soon as possible, and inflate them to the proper pressure. Driving on a significantly under-inflated tire causes the tire to overheat and can lead to tire failure. Under-inflation also reduces fuel efficiency and tire tread life, and may affect the vehicle's handling and stopping ability. Please note that the TPMS is not a substitute for proper tire maintenance, and it is the driver's responsibility to maintain correct tire pressure, even if under-inflation has not reached the level to trigger illumination of the TPMS low tire pressure telltale. When a low tire pressure condition is detected, the TPMS will illuminate the low tire pressure warning symbol on the instrument panel cluster, and at the same time a message to check the pressure in a specific tire will appear on the Driver Information Center (DIC) display. The low tire pressure warning symbol on the instrument panel cluster and the check tire pressure message will appear at each ignition cycle until the tires are inflated to the correct inflation pressure. Using the DIC, tire pressure levels can be viewed by the driver. The tire pressure warning light may come on in cool weather when the vehicle is first started, and then turn off as you start to drive. This may be an early indicator that the air pressure in the tire(s) are getting low and need to be inflated to the proper pressure. A tire and Loading Information label, attached to your vehicle, shows the size of your vehicle's original equipment tires and the correct inflation pressure for your vehicle's tires when they are cold. Your vehicle's TPMS system can warn you about a low tire pressure condition but it does not replace normal tire maintenance. NOTICE: Do not use a tire sealant if your vehicle has Tire Pressure Monitors. The liquid sealant can damage the tire pressure monitor sensors. The TPMS will not function properly if one or more of the TPMS sensors are missing or inoperable. If the system detects a missing or inoperable sensor, an error message SERVICE TIRE MONITOR SYSTEM will be shown on the DIC display. If you have replaced a tire/wheel assembly without transferring the TPMS sensors, the error message will be displayed. Once you re-install the TPMS sensors, the error message should go off. See your GM dealer for service if all TPMS sensors are installed and the error message comes on and stays on. TPMS SENSOR IDENTIFICATION CODES Each TPMS sensor has a unique identification code. Any time you replace one or more of the TPMS sensors or rotate the vehicle's tires, the identification codes will need to be matched to the new tire/wheel position. The sensors are matched, to the tire/wheel positions, in the following order: driver's side front tire, passenger's side front tire, passenger's side rear tire, and driver's side rear tire using a TPMS diagnostic tool. The TPMS sensors may also be matched to each tire/wheel position by increasing or decreasing the tire's air pressure. When increasing the tire's pressure, do not exceed the maximum inflation pressure indicated on the tire's sidewall. You will have two minutes to match each tire and wheel position. If it takes longer than two minutes to match any tire and wheel position, the matching process stops and you will need to start over. The TPMS matching process is outlined below: 1. Set the parking brake. 2. Turn the ignition switch to "RUN" with the engine off. 3. Using the DIC, press the vehicle information button until the "LEARN TIRE POSITIONS" message displays. Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 1816 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 12167 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7358 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2352 Page 8700 Page 9162 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 2268 Page 7051 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Wheel Drive Shaft Inner Joint and Seal Replacement Constant Velocity Joint Boot: Service and Repair Wheel Drive Shaft Inner Joint and Seal Replacement Wheel Drive Shaft Inner Joint and Seal Replacement ^ Tools Required 8059 Snap Ring Pliers (Parallel Jaw) - 35910 Drive Axle Seal Clamp Pliers - 41048 Drive Axle Swage Ring Clamp Removal Procedure 1. Notice: Do not cut through the wheel drive shaft inboard seal during service. Cutting through the seal may damage the sealing surface of the housing and the tripot bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint. Disconnect the swage ring from the halfshaft bar using a hand grinder to cut through the ring, taking care not to damage the halfshaft bar. 2. Remove the large seal retaining clamp (2) from the tripot joint with side cutters. Discard the large seal retaining clamp. 3. Separate the inboard seal from the trilobal tripot bushing (3) at the large diameter. 4. Slide the seal away from the joint along the halfshaft bar. Page 5487 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 4089 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Page 2696 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6111 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8732 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5480 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 1012 Disclaimer Page 11426 Negative: Service and Repair Battery Positive and Negative Cable Replacement BATTERY POSITIVE AND NEGATIVE CABLE REPLACEMENT REMOVAL PROCEDURE IMPORTANT: When replacing battery cables be sure to use replacement cables that are the same type, gage, and length. 1. Disconnect the negative battery cable. 2. Open the positive battery cable terminal cover (7). 3. Loosen the positive battery cable terminal nut. 4. Remove the positive battery cable terminal (1) from the battery. 5. Remove the ground wire bolt (2) and wire (3) from the upper tie bar. 6. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 518 Make certain all tool connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for the Body Control Module (BCM) 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. ^ If the vehicle will not start, test and charge the battery. Refer to SI for battery testing and charging information, if required. ^ If the battery will not hold a charge, replace the battery. Do NOT replace the battery unless it can't be charged or a leak and/or physical damage is present. 2. Connect the Tech 2 to the vehicle and the TIS terminal. 3. Turn the ignition to the ON position with the engine OFF. 4. After all warning chimes inside the vehicle have stopped, turn on the Tech 2. 5. On the TIS terminal go into SPS Programming. 6. Select Pass Thru programming. 7. Follow instruction on the TIS terminal. When you get to the Supported Controlers screen. 7.1. Scroll down in the top box and select BCM (Body Control Module). 7.2. In the lower box select Normal. 7.3. Select Next. Important: Vehicles without the Driver Information Center (DIC) and power door locks/windows will have two calibrations from which to choose. A selection is required before you can select NEXT. Select calibration 25814828. Do not select calibration 25788372. 8. Select NEXT when the calibrations screen displays. 9. Follow on-screen prompts until programming is completed. 10. When programming is complete. 10.1. Turn off Tech2(R). 10.2. Turn the ignition switch to the OFF position. 11. Wait 30 seconds. 12. Turn the ignition switch to the ON position with engine OFF. 13. Turn on the Tech2(R). 14. Go into diagnostics and check for DTC codes. 15. Clear all codes. Page 12002 Passenger Car Zoning PASSENGER CAR ZONING Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Electrical Symbols Page 11598 Page 3560 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 3067 1. Gap the NEW spark plugs. Refer to Ignition System Specifications. NOTE: Refer to Fastener Notice. 2. Install the spark plugs. Tighten the plugs to 15 N.m (11 lb ft). 3. Install the right side spark plug wires to the spark plugs, if required. Page 9088 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 10705 Constant Velocity Joint: Service and Repair Wheel Drive Shaft Outer Joint and Seal Replacement Wheel Drive Shaft Outer Joint and Seal Replacement ^ Tools Required 41048 Drive Axle Swage Ring Clamp - 8059 Snap Ring Pliers - 35910 Drive Axle Seal Clamp Pliers Disassembly Procedure 1. Remove the large seal retaining clamp from the CV joint with a side cutter. Discard the seal retaining clamp. 2. Notice: Do not cut through the wheel drive shaft inboard seal during service. Cutting through the seal may damage the sealing surface of the housing and the tripot bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint. Use a hand grinder to cut through the swage ring in order to remove the swage ring. 3. Separate the halfshaft outboard seal from CV joint outer race (1) at large diameter. 4. Slide the seal (5) away from joint along halfshaft bar (4). 5. Wipe the grease from the face of the CV joint inner race (2). 6. Spread the ears on the race retaining ring (3) with J 8059. 7. Remove the CV joint assembly (1) from the halfshaft bar (4). 8. Remove the halfshaft outboard seal (5) from the halfshaft bar (4). 9. Discard the old outboard seal. Page 3984 3. Remove the camshaft position actuator magnet bolts. 4. Remove the camshaft position actuator magnet and O-ring seal. Installation Procedure 1. Install the camshaft position actuator magnet O-ring seal and magnet. Notice: Refer to Fastener Notice. 2. Install the camshaft position actuator magnet bolts. Tighten the bolts to 10 Nm (89 inch lbs.). Page 6780 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9269 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 11838 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10077 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 6874 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Service and Repair Power Steering Pressure Control Valve: Service and Repair Power Steering Pump Flow Control Valve Replacement - Off Vehicle (CB Series) Disassembly Procedure 1. Remove the O-ring union fitting (5) from the hydraulic pump housing assembly (1). 2. Remove the O-ring seal (4) from the O-ring union fitting (5). 3. Remove the control valve assembly (3). 4. Remove the flow control spring (2). Assembly Procedure 1. Install the flow control spring (2) to the hydraulic pump housing assembly (1). 2. Install the control valve assembly (3). 3. Lubricate the O-ring seal (4) with power steering fluid. 4. Install the O-ring seal (4) onto the O-ring union fitting (5). 5. Notice: Refer to Fastener Notice in Service Precautions. Install the O-ring union fitting (5) into the hydraulic pump housing assembly (1). Tighten the fitting (5) to 75 Nm (55 ft. lbs.). Page 1370 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9673 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 8880 Page 8810 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 1263 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2095 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7942 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5920 Page 5972 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5919 Page 7029 Fuel Tank Pressure Sensor: Service and Repair FUEL TANK PRESSURE SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Remove the fuel tank pressure sensor (1) from the fuel sender assembly. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to the fuel sender assembly. 2. Install the fuel tank. Page 11365 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module Replacement Page 2174 Page 2974 Power Window Switch: Service and Repair Power Window Switch Replacement - Rear Door Power Window Switch Replacement - Rear Door Page 5778 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 13145 Important: ^ Replacement wheels must be equivalent to the original equipment wheels in the following ways: The load capacity - The wheel diameter - The rim width - The wheel offset - The mounting configuration ^ A wheel of the incorrect size or type may affect the following conditions: Wheel and hub-bearing life - Brake cooling - Speedometer/odometer calibration - Vehicle ground clearance - Tire clearance to the body and the chassis 4. Replace the wheel if the wheel is bent. 5. Replace the wheel if the wheel/nut boss area is cracked. Identify steel wheels with a 2 or 3-letter code stamped into the rim near the valve stem. Aluminum wheels have the code, the part number, and the manufacturer identification cast into the back side of the wheel. Page 9664 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 9234 Page 4884 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Description and Operation Fuel Filler Hose: Description and Operation FUEL FILL PIPE The fuel fill pipe (2) has a built-in restrictor and deflector in order to prevent refueling with leaded fuel. Locations Main Relay (Computer/Fuel System): Locations Location View Page 381 Method 1 Method 2 Page 599 Page 9157 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2777 Impact Sensor: Locations Right Front Door Components (Coupe) 1. Door Lock Switch - Passenger 2. Door Frame 3. Outside Rearview Mirror - Passenger 4. Door Lock Actuator - Passenger 5. Inflatable Restraint Side Impact Sensor (SIS) Right (AJ7) 6. Window Motor - Front Passenger 7. Speaker - RF Door 8. Window Switch - Passenger Page 1675 Page 6868 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 13249 Page 6325 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1036 Arrows and Symbols ARROWS AND SYMBOLS Page 26 Page 577 Electronic Brake Control Module: Diagrams Electronic Brake Control Module (EBCM) Electronic Brake Control Module (EBCM) Page 4631 Application Table (Part 2) Location View Location View Page 8839 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6219 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7298 Page 2443 Page 12557 7. Remove the left side transmission mount lower nuts from the frame. 8. Remove the right side engine mount lower nuts from the frame. 9. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 10. Support the rear of the frame (cradle) using an adjustable jackstand. 11. Remove the rear frame bolts from the frame. Caution To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 12. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 10896 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 44 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 1357 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 601 Page 4091 Drive Belt: Description and Operation Drive Belt System Description The drive belt system consists of the following components: ^ The drive belt ^ The drive belt tensioner ^ The crankshaft balancer pulley ^ The accessory drive components The generator - The A/C compressor - The power steering The drive belt system uses one belt. The drive belt is thin so that it can bend backwards and has several ribs to match the grooves in the pulleys. The drive belt is made of different types of rubbers (chloroprene or EPDM) and have different layers or plys containing either fiber cloth or cords for reinforcement. Both sides of the drive belt may be used to drive the different accessory drive components. When the back side of the drive belt is used to drive a pulley, the pulley is smooth. The drive belt is pulled by the crankshaft balancer pulley across the accessory drive component pulleys. The spring loaded drive belt tensioner keeps constant tension on the drive belt to prevent the drive belt from slipping. The drive belt tensioner arm will move when loads are applied to the drive belt by the accessory drive components and the crankshaft. Page 12048 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 3970 Vehicle Lifting: Service and Repair Frame Contact Lift VEHICLE LIFTING-FRAME CONTACT LIFT FRONT LIFT PADS When lifting the vehicle with a frame-contact lift, place the front lift pads at the front pinchweld flanges. REAR LIFT PADS When lifting the vehicle with a frame-contact lift, place the rear lift pads at the rear pinchweld flanges. Page 12199 Page 954 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 1156 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 10016 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Campaign - Power Steering Hose Replacement Technical Service Bulletin # 06072 Date: 061017 Campaign - Power Steering Hose Replacement Subject: Customer Satisfaction - Power Steering Hose Leak # 06072 - (10/17/2006) Models: 2006 Chevrolet Impala, Monte Carlo w/V6 & V8 Engine 2005-2006 Pontiac Grand Prix w/V8 Engine Registered in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming *********THIS PROGRAM IS IN EFFECT UNTIL OCTOBER 31, 2007********* Condition Customers in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming have reported an unusual number of power steering fluid leaks involving the power steering fluid return line in certain 2006 Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005-2006 Pontiac Grand Prix vehicles equipped with a V8 engine. When these vehicles are started at temperatures of -20°C (-4°F) or below, the pressure on the hose is substantially higher than in warmer conditions and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in power steering assist. If enough fluid is lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, and a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided through the applicable system listed below. Dealers will not have a report available if they have no involved vehicles currently assigned. --- US dealers - GM DealerWorld Recall Information --- Canadian dealers - GMinfoNet Recall Reports The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 2794 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 10848 Page 12212 Arrows and Symbols ARROWS AND SYMBOLS Page 6814 Page 10076 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 12656 13. Remove the right side engine mount bracket bolts. 14. Remove the right side engine mount and bracket from the vehicle. 15. Disconnect the power steering cooler pipe/hose from the gear. 16. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 17. Disconnect the power steering cooler pipe/hose from the return line. 18. Remove the power steering cooler pipe/hose assembly from the vehicle. 19. Install the power steering cooler pipe/hose assembly to the vehicle with the new cooler installed over the front of the cradle as shown. 20. Connect the power steering cooler pipe/hose to the return line and install the clamp. 21. Connect the power steering cooler pipe/hose to the gear. Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 22. Remove the clip and replace with glued isolator (1). Isolator is smaller than what picture shows. Page 7628 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1634 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11675 Disclaimer Page 7790 Diagrams Brake Booster Vacuum Sensor: Diagrams Brake Booster Vacuum Sensor Brake Booster Vacuum Sensor Brake Booster Vacum Sensor Application and ID Relay Box: Application and ID Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 7934 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 10501 Page 12242 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3526 Conversion - English/Metric (Part 1) Page 5146 CIRCUIT/SYSTEM TESTING 1. Ignition OFF, remove the RAP relay. 2. Test for less than 1.0 ohm of resistance between the relay coil ground circuit and ground. - If greater than 1.0 ohm, test the ground circuit for an open/high resistance. 3. Connect a test lamp between the RAP relay control circuit and ground. 4. Command the RAP relay ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded states. - If the test lamp remains ON all the time, test for a short to voltage on the relay coil control circuit. If the circuit tests normal, replace the BCM. - If the test lamp remains OFF all the time, test for a short to ground or open/high resistance on the relay coil control circuit. If the circuit tests normal, replace the BCM. 5. If all circuits test normal, test or replace the RAP relay. COMPONENT TESTING Relay Test 1. Ignition OFF, disconnect the RAP relay. 2. Test for 70-110 ohms of resistance between terminals 85 and 86. - If the resistance is not within the specified range, replace the relay. 3. Test for infinite resistance between the following terminals: - 30 and 86 - 30 and 87 - 30 and 85 - 85 and 87 - If less than infinite, replace the relay. 4. Install a 20 amp fused jumper wire between relay terminal 85 and 12 volts. Install a jumper wire between relay terminal 86 and ground. Test for less than 2.0 ohms of resistance between terminals 30 and 87. If greater than 2.0 ohms, replace the relay. REPAIR INSTRUCTIONS Perform the Diagnostic Repair Verification after completing the repair. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Control Module References for module replacement, setup, and programming. Page 6893 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7530 Conversion - English/Metric (Part 1) Page 8041 Page 7799 Page 10789 Automatic Transmission Fluid Pressure Manual Valve Position Switch Connector, Wiring Harness Side Page 6164 Page 5054 Page 8735 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Service and Repair Cabin Air Filter: Service and Repair PASSENGER COMPARTMENT AIR FILTER REPLACEMENT REMOVAL PROCEDURE 1. Position the windshield wipers in the UP position, by keying the ignition OFF when the wiper reach the desired position. 2. Raise the hood. 3. Remove the rear hood seal. 4. Remove the washer hose from the right air inlet grill panel and position aside. 5. Remove the two push pin retainers from the right air inlet grill panel. IMPORTANT: Do not remove the third push pin retainer from the right air inlet grill panel 6. Position the left side of the right air inlet grill panel on to the windshield. 7. Remove the passenger compartment air filter. INSTALLATION PROCEDURE Page 3267 35. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb ft). 36. Connect both stabilizer shaft links to the shaft. Tighten Tighten the stabilizer link nuts to 60 Nm (44 lb ft). 37. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 38. Install the air deflector. 39. Clean power steering fluid from the underbody of the vehicle. 40. Remove the drain pan. 41. Lower the vehicle. 42. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid procedure in SI. Owner Letter Owner Letter Dear General Motors Customer: We have learned that your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo, may have a condition in which the power steering cooler line may leak or split. If this were to occur, you would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Your satisfaction with your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo is very important to us, so we are announcing a program to prevent this condition. What We Will Do: Your GM dealer will replace the power steering cooler line on your vehicle. This service will be performed for you at no charge until February 28, 2013. Diagrams Parking Brake Warning Switch: Diagrams Park Brake Switch Park Brake Switch Park Brake Switch Page 6779 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2732 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 4800 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7531 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 4661 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 7924 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6237 Crankshaft Position (CKP) Sensor Page 12279 Fuse Block - Underhood C4 (Part 3) Page 12784 Steering Shaft: Service and Repair Steering Shaft, Lower Bearing, and Jacket Replacement Steering Shaft, Lower Bearing, and Jacket Replacement ^ Tools Required J 21854-01 Pivot Pin Remover - J 41688 Centering Sphere Installer Tool Removal Procedure 1. Remove the ignition lock cylinder case. 2. Remove the tilt spring assembly only. 3. Remove the automatic transmission shift lock control. 4. Use a screwdriver to pry the automatic transmission shift lock control from the steering column jacket assembly. 5. Remove the 3 flat-head 6-lobed socket tapping screws from the linear shift assembly. Remove the linear shift assembly. 6. Remove the following items from the steering shaft assembly: 1 The steering shaft seal (6) 2 The sensor retainer (5) 3 The lower spring retainer (4) 4 The lower bearing spring (3) 5 The lower bearing seat (2) 6 The adapter and bearing assembly (1) 7. Dispose of the lower spring retainer (4). Page 9582 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10124 5. Notice: Refer to Fastener Notice. Install the servo cover bolts. Tighten the bolts to 12 Nm (106 inch lbs.). 6. Remove the drain pan from under the forward servo cover. 7. Adjust the jackstand in order to raise the rear of the frame. 8. Install the frame bolts. 9. Remove the support from the rear of the frame. 10. Install the power steering lines to the right side of the frame. 11. Install the engine mount lower nuts. Refer to the following: ^ Engine Mount Replacement for the 3.5L engine ^ Engine Mount Replacement for the 3.9L engine ^ Engine Mount Replacement - Right for the 5.3L engine 12. Install the transaxle mount lower nuts. 13. Install the power steering gear. 14. Lower the vehicle. 15. Remove the engine support fixture. 16. Notice: Do not overfill the transmission. Overfilling will result in foaming, loss of fluid, and possible damage to the transmission. Check and fill the transaxle as necessary. Page 53 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 1722 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 10755 Wheel Bearing: Service and Repair Front Suspension Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Remover Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Disconnect the wheel speed sensor electrical connector (2), if equipped. 4. Remove the wheel speed sensor electrical connector from the bracket, if equipped. 5. Remove the front wheel drive shaft nut (2). Insert a drift or flat bladed tool (1) into the caliper and rotor to prevent from turning. 6. Remove the brake rotor. Page 4014 3. Remove the camshaft position actuator magnet bolts. 4. Remove the camshaft position actuator magnet and O-ring seal. Installation Procedure 1. Install the camshaft position actuator magnet O-ring seal and magnet. Notice: Refer to Fastener Notice. 2. Install the camshaft position actuator magnet bolts. Tighten the bolts to 10 Nm (89 inch lbs.). Page 12743 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. To disable the seat belt retractor pretensioner - RF, go to step 10. To disable the side impact sensor (SIS) - right, go to step 13. Page 5240 Engine Control Module (ECM) C1 (Part 2) Engine Control Module (ECM) C2 Locations Fuel Pump Relay: Locations Location View Page 9750 1. Install the automatic shift lock actuator to the base of the shift lock control and the pivot point (1). Page 3964 Jump Starting: Service and Repair JUMP STARTING IN CASE OF EMERGENCY CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: - Always shield your eyes. - Avoid leaning over the battery whenever possible. - Do not expose the battery to open flames or sparks. - Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. NOTE: This vehicle has a 12 volt, negative ground electrical system. Make sure the vehicle or equipment being used to jump start the engine is also 12 volt, negative ground. Use of any other type of system will damage the vehicle's electrical components. 1. Position the vehicle with the booster battery so that the jumper cables will reach. - Do not let the 2 vehicles touch. - Make sure that the jumper cables do not have loose ends, or missing insulation. 2. Place an automatic transmission in PARK. If equipped with a manual transmission, place in NEUTRAL and block the wheels. 3. Turn OFF all electrical loads on both vehicles that are not needed. 4. Turn OFF the ignition on both vehicles. 5. Connect the red positive (+) cable to the battery positive (+) terminal (2) of the vehicle with the discharged battery.Use a remote positive (+) terminal if the vehicle has one. 6. Connect the red positive (+) cable to the positive (+) terminal (1) of the booster battery.Use a remote positive (+) terminal if the vehicle has one. 7. Connect the black negative (-) cable to the negative (-) terminal (3) of the booster battery. 8. The final connection is made to a heavy, unpainted metal engine part (4) of the vehicle with the discharged battery.This final attachment must be at least 46 cm (18 in) away from the dead battery. CAUTION: Do not connect a jumper cable directly to the negative terminal of a discharged battery to prevent sparking and possible explosion of battery gases. 9. Start the engine of the vehicle that is providing the boost. 10. Crank the engine of the vehicle with the discharged battery. NOTE: Never operate the starter motor more than 15 seconds at a time without pausing in order to allow it to cool for at least 2 minutes. Overheating will damage the starter motor. 11. The black negative (-) cable must be first disconnected from the vehicle that was boosted (4). 12. Disconnect the black negative (-) cable from the negative (-) terminal (3) of the booster battery. 13. Disconnect the red positive (+) cable from the positive (+) terminal (1) of the booster battery. NOTE: Do not let the cable end touch any metal. Damage to the battery and other components may result. 14. Disconnect the red positive (+) cable from the remote positive (+) terminal (2) of the vehicle with the discharged battery. Page 3513 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6977 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9518 4. Adjust the automatic shift lock control actuator. 1 Pull out the tab (1) on the adjuster block side (2) of the actuator. 2 Press on the adjuster block (2) in order to compress the internal adjuster spring and disengage the adjuster teeth. Slide the adjuster block as far away from the actuator as possible. 3 Lock in place by pushing in on the tab (1). 5. Inspect the actuator. ^ The actuator must lock the shift lever clevis when you place the clevis in the park position. ^ If you can move the shift lever without pressing on the brake pedal, readjust the actuator. 6. Install the knee bolster bracket. Page 8439 Page 6262 Page 7575 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Description and Operation Throttle Body: Description and Operation THROTTLE BODY ASSEMBLY The throttle assembly contains the following components: - The throttle blade - The throttle actuator motor - The throttle position (TP) sensor 1 and 2 The throttle body functions similar to a conventional throttle body with the following exceptions: - An electric motor opens and closes the throttle valve. - The throttle blade is spring loaded in both directions and the default position is slightly open. - There are 2 individual TP sensors within the throttle body assembly. The TP sensors are used to determine the throttle plate angle. The TP sensors provide the engine control module (ECM) with a signal voltage proportional to throttle plate movement. The TP sensor 1 signal voltage at closed throttle is above 4 volts and decreases as the throttle plate is opened. The TP sensor 2 signal voltage at closed throttle is below 1 volt and increases as the throttle plate is opened. Page 7204 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6620 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2621 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6049 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 11782 Page 1203 Engine Control Module (ECM) C1 (Part 2) Engine Control Module (ECM) C2 Page 12967 up, allowing tire air pressure to increase above the threshold causing the light to go off. Properly adjusting all tire air pressures to the recommended levels will correct this (Refer to the Tire and Loading Information Label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". For more detailed information, refer to Corporate Bulletin Number 07-03-16-004C and TPMS Training Course 13044.12T2. Tire Pressure Light At key on, without starting the vehicle: Steady Solid Glowing TPM Indicator If the TPM indicator appears as a steady glowing yellow lamp (as above), the system is functioning properly and you should add air to the tires to correct this condition. Blinking TPM Indicator If the TPM indicator appears as a BLINKING yellow lamp for one minute and then stays on solid, diagnostic service is needed. The Effect of Outside Temperature on Tire Pressures Important: As a rule of thumb, tire pressure will change about 7kPa (1 psi) for every 6°C (10°F) decrease in temperature - Tire pressure will drop when it gets colder outside, and rise when it gets warmer. Under certain situations such as extreme outside temperature changes, the system may bring on a solid light with a check tire pressure message. This should be considered normal and the system is working properly. The light will turn off upon adding the proper amount of air to the tires (refer to the Tire & Loading Information label in the driver's door opening). When properly adjusting tire air pressure, the following steps are important to help optimize the system and prolong bringing a tire pressure light on: ^ Use an accurate, high quality tire pressure gauge. ^ Never set the tire pressure below the specified placard value regardless of tire temperature or ambient temperature. ^ Tire pressure should be set to the specified placard pressure at the lowest seasonal temperature the vehicle will encounter during operation. Page 7909 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 9567 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 5579 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 6484 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 6431 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2323 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2627 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5208 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 3080 2. Remove the serpentine belt from the accessory drive system. 3. Install the tool onto the power steering pulley. Position the legs of the tool into the outer grooves of the pulley, farthest from the front of the engine. 4. Install the retaining cord around the pulley and to the legs of the tool. 5. Put on the laser safety glasses provided with the tool. 6. Depress the switch on the rear of the tool to activate the light beam. 7. Rotate the power steering pulley as required to project the light beam onto the crankshaft balancer pulley grooves. 8. Inspect for proper power steering pulley alignment. - If the laser beam projects onto the second rib or raised area (1), the pulleys are aligned properly. - If the laser beam projects more than one-quarter rib 0.9 mm (0.035 in) mis-alignment, adjust the position of the power steering pulley as required. - Refer to SI for Power Steering Pulley Removal and Installation procedures. 9. Install the serpentine belt to the accessory drive system in the original orientation. 10. Operate the vehicle and verify that the belt noise concern is no longer present. Tool Information Please visit the GM service tool website for pricing information or to place your order for this tool. Page 2372 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 7740 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6453 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 9255 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2855 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 10545 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 903 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12842 1. Install the ball stud to the lower control arm. 2. Install the NEW ball stud bolts facing down, away from the ball stud. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the NEW ball stud nuts. Tighten the NEW ball stud nuts to 68 Nm (50 ft. lbs.). 4. Install the ball stud to the steering knuckle. 5. Important: Verify the nut is torqued to a minimum of 55 Nm. Install the ball stud castle nut. Tighten the nut to 20 Nm (15 ft. lbs.) plus an additional 120 degrees 6. Important: Do NOT loosen the ball stud nut in order to align the ball stud nut slots to the ball stud cotter pin hole. If necessary, tighten the ball stud castle nut in order to align the ball stud castle nut slot to the ball stud cotter pin hole. Important: Ensure the cotter pin ends do NOT contact the ABS wheel speed sensor, the ABS sensor connector or the drive axle. Install a new cotter pin and bend the ends. 7. Install the tire and wheels. 8. Lower the vehicle. 9. Check the wheel alignment. Refer to Measuring Wheel Alignment. Page 2695 Passenger Car Zoning PASSENGER CAR ZONING Page 10100 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 762 Page 6053 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 7857 Page 90 Page 4533 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 3570 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 9798 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Tires - Correct Inflation Pressure Information Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Page 10356 2. Connect the automatic shift lock actuator electrical connector. 3. Install the center console. 4. Connect the negative battery cable. Page 11108 6. If one of the pistons fails to be removed from the brake caliper, perform the following steps. 1. Reposition the piston that has been removed back in the brake caliper. 2. Using a small block of wood and a C-clamp, slowly tighten the C-clamp until the piston it is half way in the brake caliper. It does not have to be fully seated. 3. Position a second block of wood in front of the piston that remains in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compress filtered, non lubricated air, apply the air to the remove the pistons from the brake caliper. 7. Remove the pistons (3) from the caliper bores. 8. Remove the piston seals (2) from the caliper bores. Do not use a metal tool. 9. Remove the bleeder valve cap (5). 10. Remove the bleeder valve (6) from the caliper housing (1). 11. Clean the bleeder valve, the caliper bores, the caliper passages and the pistons with denatured alcohol. Dry the parts and blow out the brake fluid passages. Use dry and filtered compressed air. Page 9100 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2994 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Page 2089 Page 3186 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 10503 Page 444 Built After and Including the VIN Breakpoints shown. The Generation (Gen) 6.1 OnStar(R) system found in these vehicles has the capability to change the default English voice recognition to French or Spanish. Changing the language of the OnStar(R) system will change the following features to the language you select: Voice recognition command prompts will be played in the language selected. The voice recognition system will only recognize commands given in the selected language. Once completed, this process completely changes all voice recognition and voice commands of the OnStar(R) system. The process will need to be repeated in its entirety to change to a different language, including English. Page 817 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8499 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 4894 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7093 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6471 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1286 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7221 Page 13201 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9676 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 786 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 842 Page 1901 Page 10932 Page 3109 Disclaimer Page 4929 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8629 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 11615 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 11287 9. Remove the 2 retainers (9) and the park brake cable bracket (8) from the park brake actuator (4). Position the rear hub aside. 10. Remove the park brake shoe and actuator (4) from the backing plate (7). 11. Separate the actuator (4) from the park brake shoe. Installation Procedure 1. Assemble the actuator (4) to the park brake shoe. 2. Install the park brake shoe and actuator (4) onto the backing plate (7). 3. Position the park brake shoe, actuator (4), and backing plate (7) over the rear hub. 4. Install the park brake cable bracket (8) and the two retainers (9) ^ Tighten the bracket retainers to 10 Nm (89 inch lbs.). 5. Install the rear hub. The rear hub, backing plate, park brake cable bracket, and park brake actuator will be installed as an assembly. 6. Install and connect the rear park brake cable to the bracket at the rear wheel. 7. Connect the park brake cable return spring to the park brake actuator and bracket at the rear wheel. 8. Install the rear rotor. 9. Install the rear caliper bracket. 10. Install the rear tire and wheel assemblies. 11. Adjust the park brake system. 12. Lower the vehicle. Page 10845 Page 4697 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10554 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 2279 Conversion - English/Metric (Part 1) Page 6716 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1656 Ambient Air Temperature Sensor Page 2441 Page 12118 Page 855 Page 1280 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2117 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 5771 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6134 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Diagrams Pedal Positioning Sensor: Diagrams Brake Pedal Position Sensor Brake Pedal Position Sensor (With RPO Code 9C1/9C3) Page 5544 Page 2851 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 11099 3. Install the brake pedal washer and pushrod to the brake pedal. 4. Install the brake pedal pushrod retaining clip to the brake pedal. 5. Secure the wiring harness clips to the bracket. 6. Install the cruise control release switch, if equipped. 7. Insert the top of the BCM up into the mounting bracket, then engage the bottom of the BCM into the mounting bracket slot. 8. Install the left instrument panel insulator. Page 9833 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7690 Page 3466 3. Install the SIS - right connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS - right connector (4). 5. Install the RF door trim panel (2). 6. Connect the seat belt retractor pretensioner - RF connector (2) to vehicle harness connector (1). 7. Install the CPA (3) to the seat belt retractor pretensioner - RF connector (2). 8. Install the lower center pillar trim. 9. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 10. Replace both fuse center covers. 11. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 12. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 7 SIR DISABLING AND ENABLING ZONE 7 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. Page 6285 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9364 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 11939 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 1135 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6823 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 7796 Page 3659 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 9591 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 3279 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Page 10884 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 11696 Page 5828 Page 8001 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 7705 Conversion - English/Metric (Part 1) Page 5827 Page 461 RELEARN REMOTE KEY The Driver Information Center (DIC) display allows you to match the remote keyless entry transmitter to your vehicle. To match a remote keyless entry transmitter to your vehicle do the following: 1. Press the vehicle information button until RELEARN REMOTE KEY displays. 2. Press the set/reset button. 3. Press and hold the lock and unlock buttons on the first transmitter at the same time for approximately 15 seconds. On vehicles with memory recall seats, the first transmitter learned will match driver 1 and the second will match driver 2. 4. To match additional transmitters at this time, repeat step 3 with each new transmitter. Each vehicle can have a maximum of eight transmitters matched to it. 5. To exit the programming mode, you must cycle the key to the OFF/LOCK position. Disclaimer Service Procedure Important: Technicians may experience low performance using the TIS2 web application when reprogramming the vehicle to correct the condition. Technicans may notice the lower application performance from mid-morning until late afternoon. To assist in improving performance and reduce programming time, it is recommended to complete the bulletin procedure on customer vehicles first. Vehicles in inventory should be programmed during off peak hours if low performance is experienced. Important: This bulletin contains two reprogramming procedures, 1) reprogramming of the BCM, and 2) reprogramming of the RCDLR. Not all vehicles require reprogramming of both. ^ The Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon and Yukon XL vehicles require the BCM and RCDLR reprogramming. ^ The Buick Lucerne; Cadillac DTS; Chevrolet Impala, Monte Carlo; Chevrolet Equinox; and Pontiac Torrent require only the RCDLR reprogramming - DO NOT ATTEMPT TO REPROGRAM THE BCM ON THESE VEHICLES. Body Control Module Reprogramming - For Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL ONLY: Important: The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 2.0 for 2007 (available on 02/04/07) and on TIS DVD version 2.0/2007 or later, that was mailed to dealers on 02/14/2007. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Page 1226 Application Table (Part 1) Page 6096 Page 7565 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2237 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2920 11. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note the location of the pin hole. 12. Remove the connector from the sensor. 13. Remove the sensor from the adapter and bearing assembly. 14. To install the sensor, proceed to step 9 in the installation procedure. 15. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note location of the pin hole. ^ A sensor clip in FRONT of the sensor 16. Remove the connector from the sensor. 17. Remove the sensor clip from the sensor. 18. Remove the sensor from the adapter and bearing assembly. 19. To install the sensor, proceed to step 13 in the installation procedure. 20. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (3) ^ A pin hole (1) for the centering pin. Note the location of the pin hole. ^ An alignment mark (2) on the flush rotor flange cuff (3) for installation 21. Remove the connector from the sensor. 22. Remove the sensor from the adapter and bearing assembly. 23. To install the sensor, proceed to step 17 in the installation procedure. Page 8783 Page 11815 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 6988 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Diagrams Parking Brake Warning Switch: Diagrams Park Brake Switch Park Brake Switch Park Brake Switch Page 12574 Ignition Lock Cylinder Replacement Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Replacement Ignition Lock Cylinder Replacement Page 11251 Brake Fluid: Fluid Type Specifications HYDRAULIC BRAKE SYSTEM Delco Supreme 11 Brake Fluid or equivalent DOT-3 brake fluid. Page 10246 Fluid Line/Hose: Service and Repair Automatic Transmission Radiator Oil Cooler Connector Replacement Automatic Transmission Radiator Oil Cooler Connector Replacement Removal Procedure 1. Drain the cooling system. 2. Remove the transaxle oil cooler hoses from the oil cooler fittings on the radiator. 3. Important: Do not remove the upper and lower transaxle oil cooler fittings from the radiator at the same time other wise the transaxle oil cooler will fall inside the radiator end tank. Remove the oil cooler fitting from the radiator. Installation Procedure 1. Inspect the new O-ring seals for cracks, cuts or damage. Replace if necessary. 2. Notice: Refer to Fastener Notice in Service Precautions. Important: The correct thread engagement is critical. Cross-threaded fittings can achieve proper tightness and still leak. Install the oil cooler fitting to the radiator Tighten the fittings to 38 Nm (28 ft. lbs.). Page 6008 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 12715 ^ An alignment tab (2) for installing into the adapter and bearing assembly ^ A view of the inside of the connector 7. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 8. Install the connector to the sensor. 9. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A raised rotor flange cuff (5) ^ An alignment mark (4) for installation 10. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 11. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 12. Install the connector to the sensor. 13. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A raised rotor flange cuff (4) ^ An alignment mark (3) for installation 14. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 15. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. Page 3686 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 6234 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 12136 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6029 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10430 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5116 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2337 1. Install the O-ring (11) to the VSS (10). 2. Install the VSS (10). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the VSS bolt (9). Tighten the bolt (9) to 12 Nm (106 inch lbs.). 4. Connect the VSS electrical connector. 5. Install the right front tire and wheel. 6. Lower the vehicle. Diagram Information and Instructions Torque Converter Clutch Solenoid: Diagram Information and Instructions Electrical Symbols Page 8062 Passenger Car Zoning PASSENGER CAR ZONING Engine, A/T Controls - Shared Diagnostic Trouble Codes Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 5125 Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 1832 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7481 Engine Control Module (ECM) C2 (Part 2) Page 5665 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 208 Claim Information - GM, Saturn Canada and Saab Canada Only Claim Information - Saturn US Only Customer Reimbursement Claims - Special Attention Required Customer reimbursement claims must have entered into the "technician comments" field the CSO # (if repair was completed at a Saturn Retail Facility) date, mileage, customer name, and any deductibles and taxes paid by the customer. Claim Information - Saab US Only Page 2074 Page 163 Theft Deterrent Exciter Module Page 965 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Page 10648 Valve Body: Locations Component Location Ball Check Valves 1 - TCC Apply-Release 2 - 2nd-2nd Clutch 3 - Input Clutch-PRN 4 - 3rd Clutch-Lo/1st 5 Reverse-Reverse Servo Large 6 - D4-Servo Apply 7 - Lo-Lo/1st 8 - D2-Manual 2-1 Servo Feed 9 3rd-3rd Clutch 10 - Line-Lo/1st Gear Page 8014 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 5770 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 9256 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 3457 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. To disable the seat belt retractor pretensioner - LF, go to step 10. To disable the side impact sensor (SIS) - left, go to step 13. 10. Remove the lower center pillar trim. 11. Remove the connector position assurance (CPA) (3) from the seat belt retractor pretensioner - LF connector (2). 12. Disconnect the seat belt retractor pretensioner - LF connector (2) from the vehicle harness connector (1). Page 9918 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 12026 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 9102 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Cooling System, A/C - Ticking Noise at Idle Coolant Line/Hose: Customer Interest Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 24 Page 12334 Fuse Block - Underhood - Bottom View Page 8413 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6791 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Campaign - Power Steering Hose Leak Technical Service Bulletin # 09132C Date: 110303 Campaign - Power Steering Hose Leak CUSTOMER SATISFACTION Bulletin No.: 09132C Date: March 03, 2011 Subject: 09132C - Power Steering Hose Leak Models: 2006 Chevrolet Impala, Monte Carlo (V6 & V8 Engine) 2005-2006 Pontiac Grand Prix (V8 Engine) Supercede: The expiration date of this bulletin is being extended to February 28, 2013. Discard all copies of bulletin 09132B, issued March 2010. *****THIS PROGRAM IS IN EFFECT UNTIL FEBRUARY 28, 2013.***** Condition Certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine may have a condition in which the power steering cooler line may leak or split. When these vehicles are started in cold weather, the pressure on the hose is substantially higher than in warmer weather and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, or replace a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Involved are certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine, and built within these VIN breakpoints: Important Dealers are to confirm vehicle eligibility prior to beginning repairs by using Investigate Vehicle History. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers through the GM GlobalConnect Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts required to complete this program are to be obtained from General Motors Customer Care and Aftersales. Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Page 2983 Windshield Washer Fluid Level Switch Page 5834 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Tire Pressure Monitor - TPM System Message/Service Tips Tires: Technical Service Bulletins Tire Pressure Monitor - TPM System Message/Service Tips # 09-03-16-002A: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information - (Apr 27, 2010) Subject: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information Models: 2006-2011 Cars and Light Duty Trucks (Including Saturn and Saab) 2006-2010 HUMMER H2, H3 ATTENTION The information found in this bulletin is to be used as a dealership service consultant procedures for customers coming into the service lane with an illuminated "low tire light" or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. Maintaining proper tire pressures is an Owner's Maintenance item and is not covered under warranty. This bulletin is being revised to add model years and update additional bulletin reference information. Please discard Corporate Bulletin Number 09-03-16-002 (Section 03 -- Suspension). Customer Concerns and Confusion with the Tire Pressure Monitoring (TPM) System The following procedure should be used by dealership service consultants when a customer comes into the service drive with a "low tire light" on or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. The service consultant should perform the following steps: Procedure Turn the key to ON, without starting the engine. ^ If the low tire light comes on and stays on solid with a check tire pressure/low tire pressure/add air to tire message (on vehicles equipped with DIC), advise the customer: - The system is working properly. - Properly adjusting all tire air pressures to the recommended levels and driving the vehicle will turn the light off (refer to the Tire and Loading Information label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". ^ If the Tire Pressure Monitor (TPM) light blinks for one minute then stays on solid with a service tire monitor system message (on vehicles equipped with DIC): - A TPM system problem exists. The vehicle should be written up accordingly and sent to your service department for further DTC diagnosis and service. - If dashes (--) are displayed in only one or two of the tire pressure readouts, it is likely caused by a previous TPM system relearn that was performed incorrectly due to interference from another vehicle's TPM system during the relearn process (refer to the Important statement later in this bulletin regarding TPM relearn with a Tech 2(R)). - If dashes (--) are displayed in all four of the tire pressure readouts, there is a system problem. Follow the appropriate SI service procedures. ^ If a customer indicates the low tire light comes on for a few minutes when the vehicle is started, then goes off after driving a while, advise the customer: - The system is working properly. - Most likely, air pressure in one or more of the tires is low enough to turn the light on when tires are cold. After driving for a while, tires will heat Page 10892 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise Output Shaft: Technical Service Bulletins A/T - 2-3 Upshift or 3-2 Downshift Clunk Noise INFORMATION Bulletin No.: 01-07-30-042F Date: February 05, 2010 Subject: Information on 2-3 Upshift or 3-2 Downshift Clunk Noise Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X with 4L60-E, 4L65-E or 4L70-E Automatic Transmission (RPOs M30, M32, M70) Supercede: This bulletin is being revised to add the 2010 model year and 4L70E transmission. Please discard Corporate Bulletin Number 01-07-30-042E (Section 07 - Transmission/Transaxle). Important For 2005 model year fullsize utilities and pickups, refer to Corporate Bulletin 05-07-30-012. Some vehicles may exhibit a clunk noise that can be heard on a 2-3 upshift or a 3-2 downshift. During a 2-3 upshift, the 2-4 band is released and the 3-4 clutch is applied. The timing of this shift can cause a momentary torque reversal of the output shaft that results in a clunk noise. This same torque reversal can also occur on a 3-2 downshift when the 3-4 clutch is released and the 2-4 band applied. This condition may be worse on a 4-wheel drive vehicle due to the additional tolerances in the transfer case. This is a normal condition. No repairs should be attempted. Disclaimer Page 414 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Page 5050 Brakes - Rattle Noise From Rear of Vehicle Backing Plate: Customer Interest Brakes - Rattle Noise From Rear of Vehicle INFORMATION Bulletin No.: 08-05-26-001 Date: June 11, 2008 Subject: Information on Rattle Type Noise Heard from Rear of Vehicle Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala If a customer comments on a rattle type noise that can be heard from the rear of the vehicle while driving over sharp bumps, such as potholes or railroad tracks, this condition may be caused by the parking brake shoe retaining clip becoming loose AND allowing the shoes to contact the support plate. If routine diagnosis using SI does not reveal any obvious cause, inspect the parking brake shoe to make sure it is not loose in the retaining clip before replacing any suspension components. If it is determined that the shoes are loose, replace the park brake support plate. To reduce unnecessary warranty, please make every effort to inspect all components before ordering any new parts. Disclaimer Page 3218 * The amount identified in "Net Item" should represent the actual sum total of the current GMCC&A; Dealer net price for the 1/4 container of power steering fluid (V6) needed to perform the required repairs, not to exceed $1.40 USD, $1.26 CAD, plus applicable Mark-Up. ** The amount identified in "Net Item" should represent the dollar amount reimbursed to the customer. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter included with this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through February 28, 2013. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through February 28, 2013, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure V6 Engine Note The location of the leak (1) is shown above. The power steering cooler hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. Page 10754 2. Install the wheel bearing/hub and park brake assembly to the knuckle. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the wheel bearing/hub-to-knuckle bolts. Tighten the bolts to 75 Nm (55 ft. lbs.). 4. Install the park brake cable to the park brake actuator. Rear Wheel Speed Sensors 5. Install the ABS electrical connector to the wheel speed sensor (1), if equipped. 6. Install the brake rotor. 7. Install the tires and wheels. 8. Lower the vehicle. Page 11215 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding Manual Hydraulic Brake System Bleeding (Manual) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 4. Reconnect the brake pipe to the master cylinder port and tighten securely. 5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 9. With the front brake pipe installed securely to the master cylinder, after all air has been purged from the front port of the master cylinder, loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit, install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 20. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 21. Important: If it is determined that air was induced into the system upstream of the ABS modulator prior to servicing, the ABS Automated Bleed Procedure must be performed. Page 5253 2. Connect the ECM electrical connectors (2). 3. Install the air cleaner assembly. 4. Install the left front inner fender brace. 5. Connect the negative battery cable. 6. Program the new ECM. Refer to Control Module References. See: Testing and Inspection/Programming and Relearning Page 7695 Page 3176 5. Install the radiator inlet hose to the crossover pipe (3.5L shown, 3.9L similar). 6. Position the radiator inlet hose clamp at the crossover pipe. 7. Install the coolant recovery reservoir hose to the fill tube fitting. 8. Position the coolant recovery reservoir hose clamp at the fill tube fitting. 9. Install the power steering pump. 10. Install the drive belt idler pulleys. 11. Install the generator. 12. Install the intake manifold cover. Page 5945 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 6102 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 3542 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2196 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6698 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 6861 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 7546 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7005 Engine Control Module: Connector Views Engine Control Module (ECM) C1 (Part 1) Page 5128 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 4538 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 9259 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Diagrams Hood Ajar Switch (With RPO Code AP3) Page 803 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2803 Page 6439 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Engine, A/T Controls - Shared Diagnostic Trouble Codes Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 3171 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 2570 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8893 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 12772 Correction Replace the existing intermediate shaft using the service procedure found in Service Information. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 2411 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8969 Page 11351 Page 1977 Page 1592 Page 3891 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 3660 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 9160 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 750 Page 2119 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8954 Electrical - Battery Goes Dead Overnight Body Control Module: Customer Interest Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Page 4256 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Page 2426 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 2632 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 2795 Impact Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 10422 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6177 Page 7758 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 11650 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5336 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 13220 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 463 Important: Failure to successfully reprogram the BCM may result in the odometer displaying mileage in metric units instead of English units. To reset the odometer to display mileage in English units, remove the IPC 10 amp fuse from the underhood BEC. Do not reinstall the fuse for 5 minutes. 16. Proceed to RCDLR Reprogramming. RCDLR Reprogramming - For All Vehicles Important: The Tech 2 diagnostic tool must be updated with version 27.003 or later for reprogramming the Remote Control Door Lock Receiver (RCDLR). The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 10 for 2006 (available on 10/01/06) and on TIS DVD version 10/2006 or later that was mailed to dealers on October 18, 2006. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Make certain all tools connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for Remote Control Door Lock Receiver (RCDLR) Important: The Copy and Paste procedure in Step 7 does not apply to 2006 Lucerne vehicles. Please refer to the appropriate Tire Pressure Monitor reset procedure in SI. 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. 2. Turn on the Tech2(R). 3. Build the vehicle using the Tech 2(R). 4. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 5. Write down all four Pressure Sensor IDs on a sheet of paper. 6. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. Important: If "Replace Module Per Service Manual" message appears on the Tech 2 during this procedure, ignore the message and press the "Exit" key on the Tech 2 and proceed to the next step. Do NOT replace the module. 7. Run the Copy and Paste TPM Information Procedure (FO: Step 1). Follow the on-screen instructions: Turn the ignition to the ON position with the Page 4779 Page 10836 Page 8018 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9984 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4700 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 12070 Auxiliary Power Outlet: Connector Views Auxiliary Power Outlet - Left Auxiliary Power Outlet - Left (With RPO Code 9C1/9C3) Page 1676 Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Electrical Symbols Page 475 engine OFF. 8. Turn off the Tech 2. 9. Turn on the Tech2. 10. Connect the Tech 2 to the vehicle and the TIS terminal. 11. On the TIS terminal go into SPS Programming. 12. Select Pass Thru programming. 13. Follow instruction on the TIS terminal. When you get to the Supported Controllers screen: 13.1. Scroll down in the top box and select RCDLR (Remote Control Door Lock Receiver). 13.2. In the lower box select Normal. 13.3. Select Next. Important: Some vehicles will require additional selections in the module field before you can proceed and the "Next" button is functional. 14. When the Calibration Screen displays, select calibration 25808841 for vehicles that are NOT equipped with the remote start feature or calibration 25808842 for vehicles that are equipped with the remote start feature. After selecting a calibration, select Next. 15. Follow the on-screen prompts until programming is completed. 16. When programming is complete: 16.1. Turn off Tech2. 16.2. Turn the ignition switch to the OFF position. 17. Wait 30 seconds~. 18. Turn the ignition switch to the ON position with engine OFF. 19. Turn on the Tech 2. 20. Build the vehicle using the Tech 2. 21. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. 22. Run the Copy and Paste TPM Information Procedure (F1: Step 2). 23. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 24. Verify that the four Pressure Sensor IDs match those that were recorded in Step 5. 25. Go into diagnostics and check for DTC codes. 26. Clear all codes. Programming Remote Keyless Entry Transmitters (Vehicles in Inventory) Important: All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed in a single programming sequence. Once the Invalidate All Fobs selection is made or the RCDLR module has been reprogrammed, all learned transmitters are erased. Up to 8 transmitters can be programmed. Do not operate or program the transmitters in the vicinity of other vehicles that are in the keyless entry program mode. This prevents the programming of the transmitters to the incorrect vehicle. Program remote keyless entry transmitters. 1. With a scan tool, access the Remote Control Door Lock Receiver Module Setup menu. Select Program Key Fobs. Page 1383 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4749 For vehicles repaired under warranty, use the table. Disclaimer Page 6940 Page 292 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Page 9998 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 12280 Fuse Block - I/P C1 (Part 1) Page 12997 ^ When adding proper tire air pressure, it is important to remember fluctuations in outside air temperatures and tire temperatures effect tire air pressures. ^ After you have added the proper tire pressure, if the vehicle has a DIC (after the system has updated), check to see if DIC displays are the same readings as the tire pressure gauge used (adjust as necessary). ^ Only perform a TPM sensor re-learn after a tire rotation or system part replacements and use the Tech 2(R) to initiate the relearn whenever possible to avoid invalid sensor I.D. learns. Important: Always take outside temperature and tire temperature into consideration to properly set tire pressures. Foe example, on colder days (20°F/-7°C), if setting tire pressure when the vehicle has been indoors (60°F/16°C) or the tires are warm from being driven, it will be necessary to compensate for the low outside temperature by adding 21-27 kPa (3-4 psi) more then the placecard pressure. At some later time, when the vehicle has been parked outside for a while, the tires will cool off and the pressures will drop back into the placecard range. Important: Recently, nitrogen gas (for use in inflating tires) has become available to the general customer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. Tires inflated with nitrogen gas may exhibit less of a pressure change in response to outside temperature changes. Nitrogen gas inflation is compatible with GM TPM sensors. For additional information, refer to Corporate Service Bulletin 05-03-10-020C. Important: All Models (Except the Pontiac Vibe): Do not perform a TPM relearn at PDI, the system has already been set at the Assembly Plant. Do not perform a TPM relearn after adding air to the tires. The low tire light is similar to the low fuel indicator and adding something (fuel, air) to the vehicle makes that light turn back off again. Note that because of system behavior, some vehicles must be driven a short distance before the sensors recognize the increase in pressure and turns the light off again. Pontiac Vibe Only: Do not use the TPMS reset button to turn off the light. The system will update and light will turn off when all tire pressures have been adjusted followed by short distance drive. Important: All models (except the Pontiac Vibe): Each tire monitor sensor is learned to a specific vehicle corner. When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or Module), always use the Tech2(R) to initiate the J 46079 relearned process. Tech 2(R) - initiated relearns lock out other vehicle TPM signals that may be broadcasting in the area. Only signals initiated by the J 46079 tool will be accepted. This method avoids storing false TPM I.D.s and will prevent customers from returning with dashes (--) displayed in tire pressure readouts and/or a flashing tire pressure monitor (TPM) light. Checking the four TPM I.D.s with the Tech 2(R) prior to and following relearn to verify they are the same can prevent invalid I.D. learns. Pontiac Vibe Only: Tire Monitor Sensors are not learned to a specific vehicle corner. Do not perform a TPM Reset after tire rotation. The TPMS Reset button must only be used during pre-delivery inspection by the dealer to initialize the system (after all tire pressures have been adjusted properly) or when a Tire Pressure Monitor System component is replaced. The J 46079 tool does not work on Vibe TPM sensors. A TPMS relearn on Vibe must be preformed with a Tech 2(R) to set the TPMS Module in learn mode. The TPMS sensor IDs are entered through the Tech 2(R). Refer to SI for further Vibe TPMS information. Labor Operation and Repair Order/Warranty System Claim Required Documentation Important: The ONLY time labor operation E0726 or E0722 should be used is to diagnose for a system issue. That should ONLY occur if, at key ON, without starting the engine, the Tire Pressure Monitor (TPM) blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC) If that occurs, a TPM system problem exists and the system will have set a DTC. If one of these operastions is used, the following Repair Order and Warranty System documentation are required: ^ Document the customer complaint on the Repair Order. ^ Document the TPMS DTC that has set on the Repair Order. ^ Enter the TPMS DTC in the Warranty System (WINS) in the Failure Code/DTC field on the claim submission (refer to the Claims Processing Manual, Section IV, Warranty claim Data, Page 6, Item G). If the above information is not documented on the Repair Order and Warranty System, the claim may be rejected. If the Warranty Parts Center (WPC) generates a request, this repair order documentation must be sent back. Page 1773 Turn Signal Switch: Diagrams Turn Signal/Multifunction Switch C1 Page 10623 Right Side Control Valve Body Assembly Page 176 THIS PROGRAM IS IN EFFECT UNTIL APRIL 30, 2011. Condition Certain 2002-2009 model year vehicles equipped with OnStar(R) may have a condition in which the vehicle's OnStar(R) system repeatedly makes incomplete calls to OnStar(R) without the vehicle's occupant(s) input or knowledge. Customer initiated Blue Button call, Emergency calls, and Automatic Crash Notification calls will also fail to establish a data connection with the OnStar(R) Call Center. Eventually, the customer's call will connect as a voice only line and the customer will be able to talk with an OnStar(R) advisor; however, the advisor will not get crucial customer data such as vehicle identification and location. Correction Dealers/retailers are to replace the OnStar(R) module (VCIM). Vehicles Involved Involved are certain 2002-2009 model year vehicles equipped with OnStar(R), and built within these VIN breakpoints: Note: Some model years/models have only one vehicle involved. Important Dealers/retailers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS (dealers/retailers using WINS) or the Investigate Vehicle History link (dealers/retailers using GWM). Not all vehicles within the above breakpoints may be involved. For dealers/retailers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers/retailers through the GM GlobalConnect Recall Reports. Dealers/retailers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information US: OnStar(R) modules required for this program are to be obtained by contacting Autocraft Electronics via the web at www.autocraft.com, and selecting the catalog item that contains bulletin number 10037 (or PIC 4893B), or by calling 1-800-336-3998. Dealer must provide the VIN, R.O. number, and the current vehicle mileage. Canada: OnStar(R) modules required for this program are to be obtained by contacting MASS Electronics at 1-877-410-6277. Dealer must provide the VIN, R.O. number, and the current vehicle mileage. DO NOT ORDER ONSTAR(R) MODULES FROM GENERAL MOTORS CUSTOMER CARE AND AFTERSALES (GMCC&A;), SATURN SERVICE PARTS OPERATION (SSPO), OR THE TECHNICAL ASSISTANCE CENTER (TAC). Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers/retailers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information 1. Submit a claim using the table below. 2. Courtesy Transportation - For dealers/retailers using WINS, submit using normal labor code; for dealers/retailers using GWM - submit as Net Item under the repair labor code. Page 9661 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Locations Shift Interlock Solenoid: Locations Automatic Transmission Shift Lock Control Component Views Steering Column Components Lower Steering Column Components 1 - A/T Shift Lock Control Actuator 2 - Steering Column Page 7889 Page 3329 Parts Information Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product claim with the information shown. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Page 11363 Electronic Brake Control Module: Diagrams Electronic Brake Control Module (EBCM) Electronic Brake Control Module (EBCM) Page 5715 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Specifications Compression Check: Specifications No cylinder reading should be less than ................................................................................................................................................... 689 kPa (100 psi). Page 7503 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 12158 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 758 Page 2669 Crankshaft Position (CKP) Sensor Page 11873 Fuse Block: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 8915 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: Customer Interest Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 2517 Page 10869 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 3681 Fuse Block - I/P C1 (Part 2) Page 2078 Page 8454 Fuel Line Coupler: Service and Repair Quick Connect Fitting(s) Service (Plastic Collar) QUICK CONNECT FITTING(S) SERVICE (PLASTIC COLLAR) REMOVAL PROCEDURE IMPORTANT: There are several types of plastic fuel and evaporative emission (EVAP) quick connect fittings used on this vehicle. The following instructions apply to all types of plastic quick connect fittings except where indicated. 1. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 2. Use compressed air, blow and dirt or debris from around the quick-connect fitting. CAUTION: Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury. 3. Squeeze the plastic quick connect fitting release tabs together to disengage the quick connect fitting. (This step applies to Bartholomew style fittings ONLY). 4. Squeeze where indicated by the arrows on both sides of the plastic ring to disengage the quick connect fitting. Page 10854 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6561 Page 908 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 1046 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 1512 Rear Compartment Lid Release Switch Page 6205 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9897 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 3521 Page 5252 6. Remove the ECM from the air cleaner lower housing. Installation Procedure 1. Install the ECM to the air cleaner lower housing. Page 8678 Page 9380 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 9572 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2578 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5880 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 8512 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 3455 9. Remove the radiator upper air baffle and deflector and locate the left and right front end sensor (1, 4). 10. Remove the connector position assurance (CPA) (3, 6) from both front end sensors connector (2, 5). 11. Remove both front end sensor connectors (2, 5) from each front end sensor (1, 4). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect both front end sensor connectors (2, 5) to each front end sensor (1, 4). 3. Install both CPA's (3, 6) into each front end sensor connector (2, 5). 4. Install the radiator upper air baffle and deflector. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF.Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 2 Page 9741 Pressure Control Solenoid Valve Connector, Wiring Harness Side Page 3541 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Electrical Symbols Page 6934 Page 1922 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Wheel Speed Sensor Replacement - Front Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement - Front Wheel Speed Sensor Replacement - Front Removal Procedure 1. Important: The front wheel speed sensors and rings are integral with the hub and bearing assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing assembly. Do not service the harness pigtail individually because the harness pigtail is part of the sensor. Refer to Wheel Bearing/Hub Replacement - Front. Raise and support the vehicle on a suitable hoist. Refer to Lifting and Jacking the Vehicle. 2. Remove the front tire and wheel assembly. 3. Disconnect the front wheel speed sensor jumper harness electrical connector (1). 4. Remove the hub and bearing assembly (2). Installation Procedure Page 12617 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 7632 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7798 Page 7585 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 2984 Washer Fluid Level Switch: Service and Repair WASHER SOLVENT CONTAINER LEVEL SENSOR REPLACEMENT Page 12865 2. Install the following onto the steering shaft: 1 The steering wheel position sensor (1) Refer to Steering Wheel Position Sensor Centering. 2 The sensor locator (2) 3 The sensor retainer (3) 4 The steering shaft seal (4) 5 The boot seal (5) 3. Install the steering column into the vehicle. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 118 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Campaign - Power Steering Hose Leak Technical Service Bulletin # 09132C Date: 110303 Campaign - Power Steering Hose Leak CUSTOMER SATISFACTION Bulletin No.: 09132C Date: March 03, 2011 Subject: 09132C - Power Steering Hose Leak Models: 2006 Chevrolet Impala, Monte Carlo (V6 & V8 Engine) 2005-2006 Pontiac Grand Prix (V8 Engine) Supercede: The expiration date of this bulletin is being extended to February 28, 2013. Discard all copies of bulletin 09132B, issued March 2010. *****THIS PROGRAM IS IN EFFECT UNTIL FEBRUARY 28, 2013.***** Condition Certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine may have a condition in which the power steering cooler line may leak or split. When these vehicles are started in cold weather, the pressure on the hose is substantially higher than in warmer weather and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, or replace a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Involved are certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine, and built within these VIN breakpoints: Important Dealers are to confirm vehicle eligibility prior to beginning repairs by using Investigate Vehicle History. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers through the GM GlobalConnect Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts required to complete this program are to be obtained from General Motors Customer Care and Aftersales. Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Page 809 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6485 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 2367 Page 1862 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8290 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8618 Page 4812 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 1801 Page 3509 Page 5878 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 13256 Mode Actuator Page 6314 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 10624 1997-2000 M.Y. Only - Right Side Control Valve Body Assembly Page 649 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Service and Repair Fluid Filter - A/T: Service and Repair Oil Filter and Seal Replacement Removal Procedure 1. Remove the oil pan (24) and the gasket (25). 2. Remove the filter (100). Remove the lip ring seal (101) pressed into the case only if replacement is necessary. 3. Inspect the oil pan and the filter for the following foreign material: ^ metal particles ^ clutch facing material ^ rubber particles ^ engine coolant 4. Determine the source of the contamination if foreign material is evident. 5. Correct the source of the contamination. Installation Procedure 1. If removed, install a new seal (101). Page 2246 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8620 Page 5257 Application Table (Part 1) Page 7394 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 4422 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Page 11771 Fuse Block - Underhood - Top View Page 116 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10063 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8823 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 1700 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 3708 Page 1855 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9912 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 12214 Conversion - English/Metric (Part 1) Page 2393 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 12248 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2724 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9459 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4527 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 7696 Page 7788 Page 4160 Engine Oil: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan drain plug. 3. Allow the engine oil to drain completely. 4. Remove the oil filter. Installation Procedure Page 5892 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7600 Page 7601 Page 13043 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Page 2557 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 783 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4644 Page 6092 Page 9732 2. Connect the MDI to the Data Link Connector (DLC) of the vehicle. Note Use the USB port to make the following MDI connection: 3. Connect the MDI to a PC or laptop that has been downloaded with the GDS application from TIS2WEB. Note At least one Diagnostic Package must be installed on the PC to perform diagnostics. If GDS was just installed, select: Add New Diagnostic Package and then select: a Diagnostic Package to download. 4. Click: On the GDS icon on the PC. 5. The Login Page will appear. 6. Select: A User. 7. The ID Screen will appear. 8. Select: The serial number of the MDI being used. 9. Select: Connect. 10. Verify that the system status is ready by observing for a flashing PC light icon on the MDI. 11. Select: Make, Model and Model Year, in order to build the vehicle. 12. Click: Upload VIN, to allow the VIN to be reported to the PC. 13. At: The Verification step, turn ON the ignition, with the engine OFF. 14. Select: Next Action. 15. The Home Page will appear. 16. Select: Next. 17. The Diagnostic Screen will appear. Note Due to vehicle build, software and RPO variations, GDS may ask for additional information in Step 18. 18. Select: Engine ID, if prompted. 19. Select: Module Diagnostics. 20. Select: ECM. 21. Select: ID Information. 22. The Diagnostics page will appear. Typical View of GDS Calibration History Screen Note GDS is capable of displaying up to 10 Calibration History events. 23. Select: Calibration History from the drop down menu in order to display the following items on the screen: - Calibration History Buffer - Number of Calibration History Events Stored - Calibration Part Number History - Calibration Verification Number History 24. Select: Screenshot. 25. Name and save the file in an appropriate folder. 26. Select : Print, and retain a copy of the screenshot with the repair order. Page 13238 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 3597 Page 6567 Body Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6295 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pressure sensor heat shield nut and shield. 3. Disconnect the engine oil pressure sensor electrical connector (1). Page 2646 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3359 coolant system integrity and will no longer be considered a 5 yr/150,000 mile (240,000 km) coolant. Coolant Removal Services/Recycling The tables include all coolant recycling processes currently approved by GM. Also included is a primary phone number and demographic information. Used DEX-COOL(R) can be combined with used conventional coolant (green) for recycling. Depending on the recycling service and/or equipment, it is then designated as a conventional 2 yr/30,000 mile (50,000 km) coolant or DEX-COOL(R) 5 yr/150,000 mile (240,000 km) coolant. Recycled coolants as designated in this bulletin may be used during the vehicle(s) warranty period. DEX-COOL(R) Recycling The DEX-COOL(R) recycling service listed in Table 2 has been approved for recycling waste engine coolants (DEX-COOL) or conventional) to DEX-COOL(R) with 5 yr/150,000 mile (240,000 km) usability. Recycling Fluid Technologies is the only licensed provider of Recycled DEX-COOL(R) meeting GM6277M specifications and utilizes GM approved inhibitor packages. This is currently a limited program being monitored by GM Service Operations which will be expanded as demand increases. Conventional (Green) Recycling Page 4864 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2147 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8989 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 12176 Page 8792 Page 13185 A/T - Harsh Shifts/Slipping/DTCs P0741/P0742/P0757/P842 Valve Body: Customer Interest A/T - Harsh Shifts/Slipping/DTCs P0741/P0742/P0757/P842 INFORMATION Bulletin No.: 08-07-30-002A Date: March 12, 2008 Subject: Information On 4T65-E MN7, M15 and M76 Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTCs P0741, P0742, P0757, P842, Harsh Shifts or Slips Models Supercede: This bulletin is being updated to include Related Service Document information. Please discard Corporate Bulletin Number 08-07-30-002 (Section 07 - Transmission/Transaxle). The following new service information will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. Related Service Document Corporate Bulletin Number 02-07-30-013 : Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757 P0741 P0742 P0730 P0756. Important: If valve body cleaning is not required, DO NOT disassemble bores unless it is necessary to verify movement of valves. Inspection Procedure 1. Using the exploded views below inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. 2. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. 3. If a valve is restricted and cannot be corrected by cleaning the valve and bore replace the valve body. Describe the restricted valve on the repair order. Notice: Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body. Otherwise the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Page 3633 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 5118 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7554 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10883 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). ABS - Improved Performance/Reprogram EBCM Electronic Brake Control Module: All Technical Service Bulletins ABS - Improved Performance/Reprogram EBCM Bulletin No.: 05-05-25-011 Date: October 31, 2005 TECHNICAL Subject: Brake System (ABS) Performance (Reprogram Electronic Brake Control Module (EBCM)) Models: 2006 Chevrolet Impala, Monte Carlo with Antilock Brake System (RPO JL9) and 18 Inch or 17 Inch Wheel Condition An improved brake module calibration has been released that can reduce minimum stopping distances. It is not expected that customers will experience any concern with their vehicle's braking performance. Information provided in this bulletin is provided to notify dealers of an available product improvement. Correction To enhance the antilock brake performance, technicians are to reprogram the electronic brake control module with an updated software calibration. These new service calibrations were released with TIS satellite data update version 11.0 available October 31, 2005. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8812 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Engine Control Module (ECM) Engine Control Module: Description and Operation Engine Control Module (ECM) ENGINE CONTROL MODULE (ECM) DESCRIPTION The engine control module (ECM) interacts with many emission related components and systems, and monitors the emission related components and systems for deterioration. OBD II diagnostics monitor the system performance and a diagnostic trouble code (DTC) sets if the system performance degrades. The malfunction indicator lamp (MIL) operation and the DTC storage are dictated by the DTC type. A DTC is ranked as a Type A or Type B if the DTC is emissions related. Type C is a non-emissions related DTC. The ECM is in the engine compartment. The ECM is the control center of the engine controls system. The ECM controls the following components: - The fuel injection system - The ignition system - The emission control systems - The on-board diagnostics - The A/C and fan systems - The throttle actuation control (TAC) system The ECM constantly monitors the information from various sensors and other inputs, and controls the systems that affect the vehicle performance and the emissions. The ECM also performs diagnostic tests on various parts of the system. The ECM can recognize operational problems and alert the driver via the MIL. When the ECM detects a malfunction, the ECM stores a DTC. The condition area is identified by the particular DTC that is set. This aids the technician in making repairs. ECM Function The engine control module (ECM) can supply 5 volts or 12 volts to the various sensors or switches. This is done through pull-up resistors to the regulated power supplies within the ECM. In some cases, even an ordinary shop voltmeter will not give an accurate reading because the resistance is too low. Therefore, a DMM with at least 10 megaohms input impedance is required in order to ensure accurate voltage readings. The ECM controls the output circuits by controlling the ground or the power feed circuit through the transistors or a device called an output driver module. EEPROM The electronically erasable programmable read only memory (EEPROM) is a permanent memory that is physically part of the engine control module (ECM). The EEPROM contains program and calibration information that the ECM needs in order to control the powertrain operation. Special equipment, as well as the correct program and calibration for the vehicle, are required in order to reprogram the ECM. Data Link Connector (DLC) The data link connector (DLC) is a 16-pin connector that provides the technician a means of accessing serial data for aid in the diagnosis. This connector allows the technician to use a scan tool in order to monitor the various serial data parameters, and display the DTC information. The DLC is located inside of the drivers compartment, underneath the dash. Malfunction Indicator Lamp (MIL) The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle emissions. ECM Service Precautions The engine control module (ECM), by design, can withstand the normal current draws that are associated with the vehicle operations. However, care must be used in order to avoid overloading any of these circuits. When testing for opens or shorts, do not ground or apply voltage to any of the ECM circuits unless the diagnostic procedure instructs you to do so. These circuits should only be tested with a DMM. Emissions Diagnosis For State I/M Programs This OBD II equipped vehicle is designed to diagnose any conditions that could lead to excessive levels of the following emissions: Hydrocarbons (HC) - Carbon monoxide (CO) - Oxides of nitrogen (NOx) - Evaporative emission (EVAP) system losses Should this vehicles on-board diagnostic system (ECM) detect a condition that could result in excessive emissions, the ECM turns ON the malfunction indicator lamp (MIL) and stores a DTC that is associated with the condition. Aftermarket (Add-On) Electrical And Vacuum Equipment Page 332 Page 1141 Page 5203 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8027 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10 Page 8870 Page 8773 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 7158 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 3340 Power Steering Line/Hose: Service and Repair Power Steering Return Hose Replacement Power Steering Return Hose Replacement (LZ4/LZE/LZ9) Page 8575 16. Disconnect the fuel feed (3) and evaporative emission (EVAP) (4) lines from the fuel tank lines (1, 2). 17. Remove the fuel feed line. INSTALLATION PROCEDURE 1. Position the fuel feed line. 2. Connect the fuel feed (3) and EVAP (4) lines to the fuel tank lines (1, 2). 3. Install the fuel feed line to the retainer. 4. Close the fuel/brake line retainer (1). Cooling System, A/C - Ticking Noise at Idle Heater Hose: Customer Interest Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 1423 Application Table (Part 2) Location View Location View Page 4488 Arrows and Symbols ARROWS AND SYMBOLS Page 11279 Brake Master Cylinder: Service and Repair Master Cylinder Replacement Master Cylinder Replacement Removal Procedure Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Disconnect the electrical connector from the brake fluid level sensor. 2. Disconnect the brake pipes from the master cylinder. 3. Important: Install a rubber cap or plug to the exposed brake pipe fitting ends in order to prevent brake fluid loss and contamination. Plug the open brake pipe ends. 4. Remove master cylinder mounting nuts. 5. Remove the master cylinder from the vehicle. 6. Drain the master cylinder reservoir of all brake fluid. Installation Procedure 1. Bench bleed the master cylinder. Refer to Master Cylinder Bench Bleeding. 2. Install the master cylinder to the vacuum brake booster. 3. Notice: Refer to Fastener Notice. Install the master cylinder mounting nuts. Tighten the master cylinder mounting nuts to 33 Nm (24 ft. lbs.). 4. Remove the plugs from the brake pipes 5. Connect the brake pipes to the master cylinder. Tighten the brake pipe fittings at the master cylinder to 18 Nm (13 ft. lbs.). 6. Connect the electrical connector to the brake fluid level sensor. 7. Bleed the brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). Page 9312 Page 1143 Page 5527 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 144 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11235 1. Drain all the brake fluid from the caliper. 2. Caution: Do not place your fingers in front of the piston in order to catch or protect the piston while applying compressed air. This could result in serious injury. Important: In the following service procedure, the caliper piston may become damage when it is removed from the brake caliper assembly. If this happens, DO NOT reuse the piston. Discard and replaced with new. Install the brake caliper in a suitable holding devise. 3. Insert a piece of wood in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compressed filtered, non-lubricated air, apply the air to the remove the pistons from the brake caliper. 6. If one of the pistons fails to be removed from the brake caliper, perform the following steps. 1. Reposition the piston that has been removed back in the brake caliper. 2. Using a small block of wood and a C-clamp, slowly tighten the C-clamp until the piston it is half way in the brake caliper. It does not have to Page 5707 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 6155 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 12125 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 785 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 3601 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 394 Page 11176 1. Rotate the brake rotor to position the high spot, identified and marked during the brake rotor assembled LRO measurement procedure, to face upward. 2. Remove the J45101-100 and the lug nuts that were installed during the assembled LRO measurement procedure and/or the indexing correction procedure. 3. Inspect the mounting surface of the hub/axle flange and the brake rotor to ensure that there are no foreign particles or debris remaining. 4. Select the correction plate, following the manufacturer's instructions, which has a specification closest to the assembled LRO measurement. For example: If the assembled LRO measurement was 0.076 mm (0.003 inch), the 0.076 mm (0.003 inch) correction plate would be used. If the measurement was 0.127 mm (0.005 inch), the 0.152 mm (0.006 inch) correction plate would be used. 5. Determine the positioning for the correction plate (1) using the high spot mark (3) made during the brake rotor assembled LRO measurement procedure. 6. Important: ^ Do NOT install used correction plates in an attempt to correct brake rotor assembled lateral runout (LRO). ^ Do NOT stack up, or install more than one correction plate onto one hub/axle flange location, in an attempt to correct brake rotor assembled LRO. Install the correction plate (1) onto the hub/axle flange, with the V-shaped notch (2) orientated to align with the high spot mark (3), that was positioned to face upward. Page 4978 12. Important: Whenever the oxygen sensor is removed, coat the threads with nickel-based anti-seize compound such as GM P/N 5613695 (or equivalent). Install the HO2S using J39194-B. Tighten the sensor to 42 Nm (31 ft. lbs.). 13. Connect the HO2S electrical connector (2). 14. Install the CPA retainer (3). 15. Install the HO2S clip (1) to the ignition coil bracket. 16. Install the generator. Page 8399 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11515 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12074 Page 10874 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 6585 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8841 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 11739 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 9543 Page 7074 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 11116 Brake Caliper: Service and Repair Brake Caliper Replacement - Front Brake Caliper Replacement - Front Page 5867 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5917 Page 12888 Installation Procedure 1. Install the stabilizer shaft link (1) to the vehicle. 2. Connect the stabilizer shaft link (1) to the stabilizer shaft (2). 3. Notice: Refer to Fastener Notice. Install the lower stabilizer shaft link nut to the stabilizer shaft link (1) and the stabilizer shaft (2). Tighten the nut to 50 Nm (37 ft. lbs.). 4. Connect the stabilizer shaft link (1) to the strut. Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 1221 Application Table (Part 2) Location View Location View Page 799 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2733 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7571 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8645 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 12107 Page 114 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 5456 Page 10702 6. Slide the tripot joint spider assembly (4) as far as it will go on the halfshaft bar. 7. Install the spacer ring (2) into the groove of the halfshaft bar J 8059. Specifications Temperature vs Resistance - Engine Coolant Temperature (ECT) Sensor Page 13064 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 2841 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5761 Conversion - English/Metric (Part 1) Page 8531 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Page 11952 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 3288 Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through October 31, 2007. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through October 31, 2007, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure V6 Engine Important: The location of the leak (1) is shown above. The power steering cover hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. 5. Slide the new clamps onto the new power steering hose. 6. Install the new power steering hose. 7. Position the power steering hose clamps. Tighten Page 7846 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8302 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2572 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5092 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 5376 Diagrams Engine Oil Level Switch Page 3831 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Page 868 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9445 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9633 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11844 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1981 Page 1806 Page 6899 Page 1691 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9908 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 6413 Page 6005 Page 12200 Passenger Car Zoning PASSENGER CAR ZONING Page 5863 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 4893 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 917 Control Module HVAC: Connector Views HVAC Control Module C1 Page 9854 Page 7118 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 11070 Page 754 Page 9294 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 213 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Specifications Transmission Fluid Temperature (TFT) Sensor Specifications Page 5743 Page 212 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 11432 15. Connect the battery cable connector to the I/P harness connector. 16. Connect the I/P harness electrical connector (1) to the battery current sensor. 17. Install the ground wire (3) and bolt (2) to the upper tie bar. Tighten the bolt to 10 N.m (89 lb in). 18. Install the positive battery cable terminal (1) to the battery. 19. Tighten the positive battery cable terminal nut. Tighten the bolt to 15 N.m (11 lb ft). 20. Snap closed the positive battery cable terminal cover (7). 21. Connect the negative battery cable. Page 3463 9. Remove the right/passenger outer trim cover from the instrument panel (I/P) (3). 10. Remove the connector position assurance (CPA) from the I/P module connector (1). 11. Disconnect the I/P module connector (1) from the vehicle harness connector (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the I/P module connector (1) to the vehicle harness connector (2). 3. Install the CPA to the I/P module connector (1). 4. Install the right outer trim cover to the I/P (3). 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 8. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 6 SIR DISABLING AND ENABLING ZONE 6 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Page 5610 Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF).................................................................................................. ..............................................345-414 kPa (50-60 psi) Page 9877 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2762 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Antilock Brake System Automated Bleed Procedure Brake Bleeding: Service and Repair Antilock Brake System Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Perform a manual or pressure bleeding procedure. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). If the desired brake pedal height results are not achieved, perform the Automated Bleed Procedure. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the brake pressure modulator valve (BPMV) has been replaced. Automated Bleed Procedure 1. Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. Raise the vehicle on a suitable support. Refer to Lifting and Jacking the Vehicle. 2. Remove all 4 tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. Refer to Brake Fluid Loss or Symptoms - Hydraulic Brakes. Repair or replace as needed. See: Testing and Inspection/Symptom Related Diagnostic Procedures/Brake Fluid Loss See: Testing and Inspection/Symptom Related Diagnostic Procedures 4. Inspect the battery state of charge. Refer to Battery Inspection/Test. See: Starting and Charging/Testing and Inspection/Component Tests and General Diagnostics/Battery Inspection/Test 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the electronic brake control module (EBCM). Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List - Vehicle and diagnose the appropriate DTC. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 11. When the desired pedal height is achieved, press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Page 9677 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 10048 Page 11903 Splice Pack SP205 (With RPO Code 9C1/9C3) Electrical - Various Systems Concerns Body Control Module: Customer Interest Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 10493 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 9757 Shift Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 1763 Turn Signal/Multifunction Switch C2 Turn Signal/Multifunction Switch C3 Page 1593 Page 50 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 120 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1029 Page 4826 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3347 2. Use J38185 in order to reposition and install the hose clamp to the thermostat housing. 3. Install the outlet hose to the radiator. 4. Use J38185 in order to reposition and install the hose clamp to the radiator. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Page 5441 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 4473 Page 11399 1. Slide the NEW battery current sensor (1) up onto the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive battery terminal prior to installation. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the positive battery cable. 3. Install the positive and negative battery cable. 4. Connect the I/P harness electrical connector (1) to the battery current sensor. Page 12145 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 2001 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 1300 Page 13236 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10907 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5198 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1683 Conversion - English/Metric (Part 1) Page 6659 Page 5137 Body Control Module (BCM) C7 Page 4663 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 3139 1. Install the oil filter. 2. Notice: Refer to Fastener Notice. Install the oil pan drain bolt. Tighten the bolt to 26 Nm (19 ft. lbs.). 3. Lower the vehicle. 4. Fill the engine with oil to the appropriate level. 5. Start engine and inspect for leaks. Measuring Wheel Alignment Alignment: Service and Repair Measuring Wheel Alignment Measuring Wheel Alignment Steering and vibration complaints are not always the result of improper alignment. One possible cause is wheel and tire imbalance. Another possibility is tire lead due to worn or improperly manufactured tires. Lead/pull is defined as follows: At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead is the vehicle deviation from a straight path on a level road without pressure on the steering wheel. Refer to Radial Tire Lead/Pull Correction in order to determine if the vehicle has a tire lead problem. Before performing any adjustment affecting wheel alignment, perform the following inspections and adjustments in order to ensure correct alignment readings: ^ Inspect the tires for the proper inflation and irregular tire wear. Refer to Label - Vehicle Certification, Tire Place Card, Anti-Theft and Service Parts ID and Tire Diagnosis - Irregular or Premature Wear. ^ Inspect the runout of the wheels and the tires. Refer to Tire and Wheel Runout Specifications. ^ Inspect the wheel bearings for backlash and excessive play. Refer to Wheel Bearings Diagnosis. ^ Inspect the ball joints and tie rod ends for looseness or wear. ^ Inspect the control arms and stabilizer shaft for looseness or wear. ^ Inspect the steering gear for looseness at the frame. Refer to Fastener Tightening Specifications. ^ Inspect the struts/shock absorbers for wear, leaks, and any noticeable noises. Refer to Struts or Shock Absorbers On-Vehicle Testing. ^ Inspect the vehicle trim height. Refer to Trim Height Specifications. ^ Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. ^ Inspect the fuel level. The fuel tank should be full or the vehicle should have a compensating load added. Give consideration to excess loads, such as tool boxes, sample cases, etc. If normally carried in the vehicle, these items should remain in the vehicle during alignment adjustments. Give consideration also to the condition of the equipment being used for the alignment. Follow the equipment manufacturer's instructions. Satisfactory vehicle operation may occur over a wide range of alignment settings. However, if the setting exceeds the service allowable specifications, correct the alignment to the service preferred specifications. Refer to Wheel Alignment Specifications. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. 4. Important: When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front alignment angles. Adjust alignment angles to vehicle specification, if necessary. Refer to Wheel Alignment Specifications. Front Camber Adjustment Removal Procedure Page 12457 Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor Centering Steering Wheel Position Sensor Centering Removal Procedure 1. Important: Identify the type of steering wheel position sensor from the illustrations shown BEFORE removing the sensor from the steering column. Once you have identified the steering wheel position sensor, follow the instructions listed in the removal procedure. Verify the type of steering wheel position sensor. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on the right. 3. Important: If reusing the existing sensor, you do not have to align the sensor before removal. Centering is not required when it is time to reinstall. Remove the connector from the sensor. 4. Remove the sensor (1) from the adapter and bearing assembly. 5. To install the sensor, proceed to step 1 in the installation information. 6. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (2) ^ A pin hole (1) for centering the pin. Note the location of the pin hole. ^ A flush rotor flange cuff (4) 7. Important: If reusing the existing sensor, you must make an alignment mark on the rotor flange cuff (3) before removing the sensor. Failure to do so will cause misalignment when installing the sensor. A new sensor will be required if misaligned. Make an alignment mark on the flush rotor flange cuff (3). 8. Remove the connector from the sensor. 9. Remove the sensor from the adapter and bearing assembly. 10. To install the sensor, proceed to step 5 in the installation procedure. Page 9856 Page 7008 Engine Control Module (ECM) C2 (Part 2) Page 12889 5. Install the upper stabilizer shaft link nut to the stabilizer shaft link (1) and the strut. Tighten the nut to 52 Nm (38 ft. lbs.). 6. Lower the vehicle. Page 6644 Body Control Module: Description and Operation Power Mode POWER MODE DESCRIPTION AND OPERATION SERIAL DATA POWER MODE MASTER Power to many of this vehicles circuits is controlled by the module that is designated the power mode master (PMM). This vehicles PMM is the body control module (BCM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination of the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. The PMM determines which power mode (Run, Accessory, Crank, Retained Accessory Power, or Off) is required, and reports this information to other modules via serial data. Modules which have switched voltage inputs may operate in a default mode if the PMM serial data message does not match what the individual module can see from its own connections. The PMM receives 3 ignition switch signals to identify the operators desired power mode. The 3-wire Ignition Switch table illustrates the state of these inputs in correspondence to the ignition switch position: Relay Controlled Power Mode The body control module (BCM) uses the discrete ignition switch inputs Off/Run/Crank, Accessory, and Ignition 1, to distinguish the correct power mode. The BCM, after determining the desired power mode, will activate the appropriate relays for that power mode. Fail-Safe Operation Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the power mode master (PMM) fail to send a power mode message. The fail-safe plan covers those modules, using exclusively serial data control of power mode, as well as those modules with discrete ignition signal inputs. Serial Data Messages The modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid PMM message until they can check for the engine run flag status on the serial data circuits. If the PMM fails, the modules monitor the serial data circuit for the engine run flag serial data. If the engine run flag serial data is True, indicating that the engine is running, the modules fail-safe to RUN. In this state, the modules and their subsystems can support all operator requirements. If the engine run flag serial data is False, indicating that the engine is not running, the modules fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both discrete signal inputs and serial data inputs from other modules on the vehicle. Discrete Ignition Signals Those modules that have discrete ignition signal inputs from the body control module (BCM), also remain in the state dictated by the last valid PMM message received on the serial data circuits. They then check the state of their discrete ignition input to determine the current valid state. If the discrete ignition input is active, battery positive voltage, the modules will fail-safe to the RUN power mode. If the discrete ignition input is not active, open or 0 volts, the modules will fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle. BCM Awake/Sleep States The body control module (BCM) is able to control or perform all of the BCM functions in the awake up state. The BCM enters the sleep state when active control or monitoring of system functions has stopped and a time limit has passed. The BCM must detect certain wake-up inputs before entering the awake state. The BCM monitors for these inputs during the sleep state. The BCM will enter the awake state if any of the following wake-up inputs are detected: Activity on the serial data line - Detection of a battery disconnect and reconnect condition - Any door is opened. - Headlamps are ON. - Key-in-ignition switch Page 11659 Auxiliary Power Outlet - Right Auxiliary Power Outlet - Right (With RPO Code 9C1/9C3) Page 7371 Body Control Module (BCM) C3 (Part 2) Page 1351 Page 5420 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7993 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 11861 Fuse Block - Underhood C2 (Part 3) Page 8709 Page 11281 1. Inspect the reservoir (1) for cracks or deformation. If found, replace the reservoir. 2. Clean the reservoir with denatured alcohol, or equivalent. 3. Dry the reservoir with non-lubricated, filtered air. 4. Lubricate the new seals (2) and the outer surface area of the reservoir-to-housing barrels with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667) or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 5. Install the lubricated seals (2), make sure they are fully seated. 6. Install the reservoir (1) to the master cylinder, by pressing the reservoir straight down on the master cylinder until the pin holes are aligned. 7. Carefully tap the reservoir retaining pins into place to secure the reservoir. 8. Place the brake fluid level sensor into the reservoir, press into place to secure the sensor retaining tabs. 9. Remove the master cylinder from the vise. 10. Install master cylinder to the vehicle. Page 7497 Application Table (Part 2) Location View Location View Page 12420 3. Loosen the hex nut on the tie rod (2). Turn the tie rod shaft (1) in order to obtain the proper toe angle. Refer to Wheel Alignment Specifications. 4. Confirm the number of threads showing on each tie rod end is nearly equal. 5. Notice: Refer to Fastener Notice. Confirm that the tie rod ends (3) are square before you tighten the lock nuts (2). Tighten the hex nuts at the tie rod ends to 70 Nm (52 ft. lbs.). 6. Important: Ensure the seals do not twist. Install the seal clamps. Rear Camber Adjustment Removal Procedure Page 1919 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10938 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6276 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2316 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 12044 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 9093 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 474 Important: Failure to successfully reprogram the BCM may result in the odometer displaying mileage in metric units instead of English units. To reset the odometer to display mileage in English units, remove the IPC 10 amp fuse from the underhood BEC. Do not reinstall the fuse for 5 minutes. 16. Proceed to RCDLR Reprogramming. RCDLR Reprogramming - For All Vehicles Important: The Tech 2 diagnostic tool must be updated with version 27.003 or later for reprogramming the Remote Control Door Lock Receiver (RCDLR). The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 10 for 2006 (available on 10/01/06) and on TIS DVD version 10/2006 or later that was mailed to dealers on October 18, 2006. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Make certain all tools connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for Remote Control Door Lock Receiver (RCDLR) Important: The Copy and Paste procedure in Step 7 does not apply to 2006 Lucerne vehicles. Please refer to the appropriate Tire Pressure Monitor reset procedure in SI. 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. 2. Turn on the Tech2(R). 3. Build the vehicle using the Tech 2(R). 4. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 5. Write down all four Pressure Sensor IDs on a sheet of paper. 6. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. Important: If "Replace Module Per Service Manual" message appears on the Tech 2 during this procedure, ignore the message and press the "Exit" key on the Tech 2 and proceed to the next step. Do NOT replace the module. 7. Run the Copy and Paste TPM Information Procedure (FO: Step 1). Follow the on-screen instructions: Turn the ignition to the ON position with the Page 4671 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1653 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 2859 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 12130 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7703 Arrows and Symbols ARROWS AND SYMBOLS Page 6042 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 12294 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 4620 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 10988 Page 5868 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 704 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 8237 Page 6052 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Specifications Transmission Fluid Temperature (TFT) Sensor Specifications Page 751 Page 9383 Service and Repair Torque Converter Cover: Service and Repair Torque Converter Cover Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the torque converter cover bolts. 3. Remove the torque converter covers. Installation Procedure Page 7184 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Electrical - Aftermarket Fuse Warning Fuse: All Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 12087 Disclaimer Page 9556 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 4626 4. Notice: Failure to heat the fan hub in hot tap water before installation will result in cooling fan failure due to cracking. Allowing the heated fan to cool for more than one minute prior to installation will also result in failure due to cracking. Important: Using hot tap water at a minimum of 49±C (120±F), hold the new fan blade hub under the running water for a minimum of 60 seconds to hear the fan blade to the temperature of the water. Immediately after heating, position the fan blade on the fan motor drive plate. Install the new engine cooling fan blade. 5. Important: Hold the fan blade to prevent rotation. Using the GE-47827 turn the fan motor drive plate in the same direction of the arrow on the fan blade until the fan motor drive plate engages to the fan blade. Full engagement is attained when the motor drive plate fully occupies the three slots in the face of the fan blade. 6. Rotate the cooling fan blade to ensure proper rotation. 7. Install the fan shroud assembly to the vehicle. Page 9000 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 5613 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 5687 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 11762 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7096 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Diagrams Battery Current Sensor Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF).................................................................................................. ..............................................345-414 kPa (50-60 psi) Page 8540 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: Customer Interest Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 11239 8. Using the J8092 (1) and the J45863 (2), install the piston dust seal in the brake caliper. 9. Notice: Refer to Fastener Notice. Install the bleeder valve in the brake caliper housing. Tighten the bleeder valve to 19 Nm (14 ft. lbs.). 10. Install bleeder valve cap. Brake Caliper Overhaul - Rear Brake Caliper Overhaul - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Thermo Element Replacement Transmission Temperature Sensor/Switch: Service and Repair Thermo Element Replacement Thermo Element Replacement ^ Tools Required J 34094-A Thermo Element Height Gage Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. 3. Remove the thermo element pins (120, 123) and the washers. 4. Remove the thermo element (121) and the thermo element plate (122). Installation Procedure 1. Use the J 34094-A to set the middle thermo pin (123). 2. Install the new thermo element plate (122). 3. Install the pin (120) and the washer. 4. Use the J 34094-A to set the height of the pin and the washer furthest from the accumulator. 5. Use the J 34094-A to set the height of the second pin (120) and the washer. 6. Install the thermo element (121) between the two pins (120). The V in the thermo element (121) must contact the thermo element plate (122). 7. Install the oil pan. Page 3835 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Page 3955 Wheel Fastener: Description and Operation Metric Wheel Nuts and Bolts Description Metric wheel/nuts and bolts are identified in the following way: ^ The wheel/nut has the word Metric stamped on the face. ^ The letter M is stamped on the end of the wheel bolt. The thread sizes of metric wheel/nuts and the bolts are indicated by the following example: M12 x 1.5. ^ M = Metric ^ 12 = Diameter in millimeters ^ 1.5 = Millimeters gap per thread Page 2668 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 1378 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9586 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5280 Page 4801 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6865 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7965 INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is use on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burns away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with the anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the catalytic converter. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (3). 4. Install the CPA retainer (1). Specifications Transmission Fluid Temperature (TFT) Sensor Specifications Page 1388 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 7203 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4688 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2226 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2617 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 5583 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 4684 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 7738 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 7067 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 8105 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2280 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 681 Page 11507 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 4844 Page 9526 Page 6690 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8805 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6444 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 12119 Page 11428 16. Remove the transaxle stud nut (2). 17. Remove the battery cable ground (1) from the transaxle stud. 18. Remove the positive and negative battery cable retainers (5) from the right hand rail. 19. Remove the positive and negative battery cable retainers (6) from the cradle. 20. Remove the positive and negative battery cable assembly from the vehicle. Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 10242 2. Hook one of the open ends of the retaining ring in one of the slots in the quick connect fitting. 3. Rotate the retaining ring around the fitting until the retaining ring is positioned with all three ears through the three slots on the fitting. 4. Do not install the new retaining ring onto the fitting by pushing the retaining ring. 5. Ensure that the three retaining ring ears are seen from inside the fitting and that the retaining ring moves freely in the fitting slots. Page 9477 Page 9548 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 3786 ^ When adding proper tire air pressure, it is important to remember fluctuations in outside air temperatures and tire temperatures effect tire air pressures. ^ After you have added the proper tire pressure, if the vehicle has a DIC (after the system has updated), check to see if DIC displays are the same readings as the tire pressure gauge used (adjust as necessary). ^ Only perform a TPM sensor re-learn after a tire rotation or system part replacements and use the Tech 2(R) to initiate the relearn whenever possible to avoid invalid sensor I.D. learns. Important: Always take outside temperature and tire temperature into consideration to properly set tire pressures. Foe example, on colder days (20°F/-7°C), if setting tire pressure when the vehicle has been indoors (60°F/16°C) or the tires are warm from being driven, it will be necessary to compensate for the low outside temperature by adding 21-27 kPa (3-4 psi) more then the placecard pressure. At some later time, when the vehicle has been parked outside for a while, the tires will cool off and the pressures will drop back into the placecard range. Important: Recently, nitrogen gas (for use in inflating tires) has become available to the general customer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. Tires inflated with nitrogen gas may exhibit less of a pressure change in response to outside temperature changes. Nitrogen gas inflation is compatible with GM TPM sensors. For additional information, refer to Corporate Service Bulletin 05-03-10-020C. Important: All Models (Except the Pontiac Vibe): Do not perform a TPM relearn at PDI, the system has already been set at the Assembly Plant. Do not perform a TPM relearn after adding air to the tires. The low tire light is similar to the low fuel indicator and adding something (fuel, air) to the vehicle makes that light turn back off again. Note that because of system behavior, some vehicles must be driven a short distance before the sensors recognize the increase in pressure and turns the light off again. Pontiac Vibe Only: Do not use the TPMS reset button to turn off the light. The system will update and light will turn off when all tire pressures have been adjusted followed by short distance drive. Important: All models (except the Pontiac Vibe): Each tire monitor sensor is learned to a specific vehicle corner. When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or Module), always use the Tech2(R) to initiate the J 46079 relearned process. Tech 2(R) - initiated relearns lock out other vehicle TPM signals that may be broadcasting in the area. Only signals initiated by the J 46079 tool will be accepted. This method avoids storing false TPM I.D.s and will prevent customers from returning with dashes (--) displayed in tire pressure readouts and/or a flashing tire pressure monitor (TPM) light. Checking the four TPM I.D.s with the Tech 2(R) prior to and following relearn to verify they are the same can prevent invalid I.D. learns. Pontiac Vibe Only: Tire Monitor Sensors are not learned to a specific vehicle corner. Do not perform a TPM Reset after tire rotation. The TPMS Reset button must only be used during pre-delivery inspection by the dealer to initialize the system (after all tire pressures have been adjusted properly) or when a Tire Pressure Monitor System component is replaced. The J 46079 tool does not work on Vibe TPM sensors. A TPMS relearn on Vibe must be preformed with a Tech 2(R) to set the TPMS Module in learn mode. The TPMS sensor IDs are entered through the Tech 2(R). Refer to SI for further Vibe TPMS information. Labor Operation and Repair Order/Warranty System Claim Required Documentation Important: The ONLY time labor operation E0726 or E0722 should be used is to diagnose for a system issue. That should ONLY occur if, at key ON, without starting the engine, the Tire Pressure Monitor (TPM) blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC) If that occurs, a TPM system problem exists and the system will have set a DTC. If one of these operastions is used, the following Repair Order and Warranty System documentation are required: ^ Document the customer complaint on the Repair Order. ^ Document the TPMS DTC that has set on the Repair Order. ^ Enter the TPMS DTC in the Warranty System (WINS) in the Failure Code/DTC field on the claim submission (refer to the Claims Processing Manual, Section IV, Warranty claim Data, Page 6, Item G). If the above information is not documented on the Repair Order and Warranty System, the claim may be rejected. If the Warranty Parts Center (WPC) generates a request, this repair order documentation must be sent back. Page 9765 Page 11156 BRAKE ROTOR CLEAN-UP PROCEDURE Clean-up the rotors on an approved, well-maintained brake lathe to guarantee smooth, flat and parallel surfaces. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information see the "Brake Lathe Calibration Procedure" section in this bulletin. 1. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn. 2. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 3. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 4. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 5. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important In many of these instances, such a minimal amount of material is removed from the rotor that customer satisfaction is not a concern for future brake services. This procedure is intended to "Clean-up" the rotor surface and should be conveyed to the customer as such - not as "cut", "refinish" or "machine", which tends to be terms understood as a substantial reduction of rotor material/life. If the brake lathe equipment being used is not capable of removing minor amounts of material while holding tolerances, further lathe maintenance, repair, updates or equipment replacement may be necessary. Brake Noise BRAKE NOISE Some brake noise is normal and differences in loading, type of driving, or driving style can make a difference in brake wear on the same make and model. Depending on weather conditions, driving patterns and the local environment, brake noise may become more or less apparent. Verify all metal-to-metal contact areas between pads, pad guides, caliper and knuckles are clean and lubricated with a thin layer of high temperature silicone grease. Brake noise is caused by a "slip-stick" vibration of brake components. While intermittent brake noise may be normal, performing 3 to 4 aggressive stops may temporarily reduce or eliminate most brake squeal. If the noise persists and is consistently occurring, a brake dampening compound may be applied to the back of each pad. This allows parts to slide freely and not vibrate when moving relative to each other. Use Silicone Brake Lubricant, ACDelco P/N 88862181 (Canadian P/N 88862496) or equivalent. The following noises are characteristics of all braking systems and are unavoidable. They may not indicate improper operation of the brake system. Squeak/Squeal Noise: - Occurs with front semi-metallic brake pads at medium speeds when light to medium pressure is applied to the brake pedal. - Occasionally a noise may occur on rear brakes during the first few stops or with cold brakes and/or high humidity. Grinding Noise: - Common to rear brakes and some front disc brakes during initial stops after the vehicle has been parked overnight. - Caused by corrosion on the metal surfaces during vehicle non-use. Usually disappears after a few stops. Groan Noise: A groan type noise may be heard when stopping quickly or moving forward slowly from a complete stop. This is normal. On vehicles equipped with ABS, a groan or moan type noise during hard braking applications or loose gravel, wet or icy road conditions is a normal function of the ABS activation. Key Points - Frequently Asked Questions KEY POINTS - FREQUENTLY ASKED QUESTIONS - Q: How do on-car lathes react to Axle Float? Does the play affect the machining of the rotor, either surface finish or LRO? Page 5569 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 3958 1. Install a replacement stud in the wheel hub. 2. Add enough washers (3) in order to draw the stud into the hub (2). 3. Install the wheel nut (1) with the flat side against the washers (3). 4. Important: Fully seat the wheel stud against the hub flange (2). Tighten the wheel nut (1) until the wheel stud is fully seated against the hub flange. 5. Back off the wheel nut (1) and remove the washers (3). 6. Install the brake rotor. 7. Install the brake caliper and bracket. 8. Install the tire and wheel assembly. 9. Lower the vehicle. Page 6729 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 705 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 11765 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 2214 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 11938 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 11455 Page 10434 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 10622 Page 8270 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 10958 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4235 6. Remove the brake booster vacuum hose from the intake manifold fitting. 7. Reposition the heater inlet and outlet hose/pipe clamps at the engine pipes. 8. Remove the heater inlet and outlet hose/pipe clamp nuts from the throttle body studs. 9. Remove the heater inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. 10. Reposition the hoses/pipes out of the way. Page 2924 24. Install the connector to the sensor. A/T- Slips/Overheats/Won't Shift/MIL ON/DTCs P0218/P0894 Differential: All Technical Service Bulletins A/T- Slips/Overheats/Won't Shift/MIL ON/DTCs P0218/P0894 INFORMATION Bulletin No.: 08-07-30-016A Date: April 15, 2008 Subject: Diagnostic Information on MH1, MN8, MT1, M15 Transmission Slips, Will Not Shift or May Overheat, SES/MIL May be Illuminated, DTCs P0218, P0894 Set Models: 2006-2007 Buick Rendezvous, Terraza 2006-2008 Buick LaCrosse, Lucerne, Allure (Canada Only) 2008 Buick LaCrosse Super, Lucerne Super, Allure Super (Canada Only) 2006-2007 Cadillac DTS 2006-2007 Chevrolet Avalanche 2500 Series, Malibu, Malibu SS, Malibu Maxx SS, Monte Carlo, Monte Carlo SS, Silverado Classic, Suburban 2006-2008 Chevrolet Express, Impala, Impala SS, Uplander 2006-2007 GMC Sierra Classic, Yukon XL 2500 Series 2006-2008 GMC Savana 2006-2008 Pontiac Grand Prix, Grand Prix GTP, Grand Prix GXP, G6, Montana SV6 2006-2007 Saturn Relay with HYDRA‐MATIC(R) 4T80‐E (MH1), 4T65‐E (M15), 4L80E (RPO MT1) or 4L85E (RPO MN8) Automatic Transmission Supercede: This bulletin is being revised to add additional models. Please discard Corporate Bulletin Number 08-07-30-016 (Section 07 - Transmission/Transaxle). Notice: It is critical that all internal transmission components are thoroughly cleaned and the transmission cooler be flushed using the J 45096 transmission oil cooling system flush and flow test tool. It is also critical that the system be flushed in both directions to capture any friction material trapped in the cooler. Be sure to back-flush first to push material out of the cooler, following the instructions provided with the J 45096. The purpose of the bulletin is to provide technicians with additional diagnostic information on transmission slips, will not shift, or may overheat conditions. DTCs P0894 or P0218 may be set on the above transmissions. These conditions may be caused by friction material debonding from the Torque Converter Clutch (TCC). If any of these conditions are observed, the friction material from the TCC may have circulated throughout the transmission, the cooler lines, and the transmission cooler. Remove the transmission oil pan and inspect for friction material in the filter. If friction material is observed in the trans pan or filter, the torque converter is the possible cause and it will be necessary to disassemble the transmission completely for a cost comparison (include a torque converter and filter in the estimate). Refer to service bulletin 08-07-30-001 for cleaning and inspection instructions of the valve body assembly. After the cost comparison, either repair or replace the transmission in the most cost effective way. If it is necessary to replace the transmission, contact the Product Quality Center (PQC) per the most recent version of bulletin 02-07-30-029. Disclaimer Page 4167 Oil Cooler: Service and Repair Engine Oil Cooler Pipe/Hose Quick Connect Fitting Engine Oil Cooler Pipe/Hose Quick Connect Fitting Removal Procedure 1. Using a bent-tip screwdriver or equivalent, pull on one of the open ends of the retaining ring in order to rotate the retaining ring. 2. Rotate the retaining ring around the quick connector until the retaining ring is out of position and can be completely removed. 3. Remove the engine oil cooler line from the quick connector fitting. Pull the lines straight out from the connector. 4. Clean all of the components in a suitable solvent, and dry them with compressed air. 5. Inspect the fittings, the connectors, the cooler lines, and the cooler for damage, distortion, or restriction. Replace parts as necessary. Installation Procedure 1. Important: Do not install the new retaining ring onto the fitting by pushing the retaining ring down over the fitting. Install the retaining ring into each quick connector fitting. 2. Hook one of the open ends of the retaining ring in one of the slots in the quick connector. Page 4454 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Page 2637 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1663 Page 6010 Page 7105 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2003 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8738 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 11437 16. Remove the transaxle stud nut (2). 17. Remove the battery cable ground (1) from the transaxle stud. 18. Remove the positive and negative battery cable retainers (5) from the right hand rail. 19. Remove the positive and negative battery cable retainers (6) from the cradle. 20. Remove the positive and negative battery cable assembly from the vehicle. Page 5433 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 9406 Page 1686 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 5533 1. Coat the threads of the ECT sensor with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. 2. Install the ECT sensor. NOTE: Refer to Fastener Notice. Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Install the intake manifold cover, if necessary. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair Page 7687 Page 9021 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 10663 Valve Body: Service and Repair Oil Weir Replacement Oil Weir Replacement Removal Procedure 1. Remove the case side cover. 2. Remove the oil reservoir weir (27). Installation Procedure 1. Install the oil reservoir weir (27). 2. Install the case side cover. Page 7998 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 10014 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 4725 For vehicles repaired under warranty, use the table. Disclaimer Page 4904 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: All Technical Service Bulletins Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 10951 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4585 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5943 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 5218 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3926 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 7289 Page 9151 Page 4699 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 3251 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 473 Make certain all tool connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for the Body Control Module (BCM) 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. ^ If the vehicle will not start, test and charge the battery. Refer to SI for battery testing and charging information, if required. ^ If the battery will not hold a charge, replace the battery. Do NOT replace the battery unless it can't be charged or a leak and/or physical damage is present. 2. Connect the Tech 2 to the vehicle and the TIS terminal. 3. Turn the ignition to the ON position with the engine OFF. 4. After all warning chimes inside the vehicle have stopped, turn on the Tech 2. 5. On the TIS terminal go into SPS Programming. 6. Select Pass Thru programming. 7. Follow instruction on the TIS terminal. When you get to the Supported Controlers screen. 7.1. Scroll down in the top box and select BCM (Body Control Module). 7.2. In the lower box select Normal. 7.3. Select Next. Important: Vehicles without the Driver Information Center (DIC) and power door locks/windows will have two calibrations from which to choose. A selection is required before you can select NEXT. Select calibration 25814828. Do not select calibration 25788372. 8. Select NEXT when the calibrations screen displays. 9. Follow on-screen prompts until programming is completed. 10. When programming is complete. 10.1. Turn off Tech2(R). 10.2. Turn the ignition switch to the OFF position. 11. Wait 30 seconds. 12. Turn the ignition switch to the ON position with engine OFF. 13. Turn on the Tech2(R). 14. Go into diagnostics and check for DTC codes. 15. Clear all codes. Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................... 1.02 mm (0.040 in.) Campaign - ABS System Improvement Technical Service Bulletin # 05122A Date: 060126 Campaign - ABS System Improvement Bulletin No.: 05122A Date: January 26, 2006 CUSTOMER SATISFACTION Subject: 05122A - Brake System Performance Models: 2006 Chevrolet Impala, Monte Carlo With ABS (RPO JL9) and 17 or 18 Wheels (RPO NW1/NW5/PFH/N99) Supercede: THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED. PLEASE READ THE NEW SERVICE PROCEDURE IMMEDIATELY. DISCARD ALL COPIES OF BULLETIN 05122, ISSUED DECEMBER 2005. THIS PROGRAM EXPIRES DECEMBER 31, 2006. Condition For certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99), a revised brake module calibration is available that can enhance the vehicle's antilock brake performance slightly by reducing minimum stopping distance on dry pavement. The braking performance of the vehicle meets the applicable Federal/Canada Safety Standard and all of GM's rigorous internal requirements, but GM has identified a performance improvement that we want to make available to customers. Correction Dealers are to reprogram the electronic brake control module (EBCM). Vehicles Involved Involved are certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99) and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning program repairs. [Not all vehicles within the above breakpoints may be involved.] For dealers with involved vehicles, a Campaign Initiation Detail Report (CIDR) containing the complete vehicle identification number, customer name and address data has been prepared and will be loaded to the GM DealerWorld (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information No parts are required for this program. Service Procedure Important: Make sure that your Tech 2(R) is updated with the latest software before beginning the reprogram. Use instructions for Service Programming Page 13228 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 2293 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2289 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 3566 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9197 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 111 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 537 Driver Seat Components Page 9002 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 10864 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 3829 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Page 156 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7365 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 6222 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Specifications Shift Solenoid Valve State and Gear Ratio Page 723 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 6309 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 1238 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2413 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5391 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8782 Diagram Information and Instructions Ambient Temperature Sensor / Switch HVAC: Diagram Information and Instructions Electrical Symbols Page 9964 Page 6617 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10803 Transmission Temperature Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 7442 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 11476 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6862 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5712 Page 7856 Page 2605 Page 8967 Page 8670 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2455 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8486 Page 11083 Wheel Speed Sensor: Diagrams Wheel Speed Sensor (WSS) - RF Wheel Speed Sensor (WSS) - RF Reverse Lockout Solenoid Wheel Speed Sensor (WSS) - RF Wheel Speed Sensor (WSS) - RF Page 6603 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 9276 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 4802 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9452 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 7510 Page 11181 10. Mount a dial indicator, J45101, or equivalent, to the steering knuckle and position the indicator button so it contacts the brake rotor friction surface at a 90 degree angle, approximately 13 mm (0.5 inch) from the outer edge of the rotor. 11. Measure and record the assembled LRO of the brake rotor. 0. Rotate the rotor until the lowest reading is displayed on the indicator dial, then set the dial to zero. 1. Rotate the rotor until the highest reading is displayed on the dial. 2. Mark the location of the high spot relative to the nearest wheel stud, or studs. 3. Measure and record the amount of LRO. 12. Compare the brake rotor assembled LRO to the following specification: ^ Front brake rotor maximum allowable assembled lateral runout: 0.05 mm (0.002 inch) ^ Rear brake rotor maximum allowable assembled lateral runout: 0.05 mm (0.002 inch) 13. If the brake rotor assembled LRO is within specifications, proceed to step 18.If the brake rotor assembled LRO exceeds the specification, refinish the rotor to ensure true parallelism, refer to Brake Rotor Refinishing. After refinishing the rotor, proceed to step 14. See: Brake Rotor Refinishing 14. Mount a dial indicator, J45101, or equivalent, to the steering knuckle and position the indicator button so it contacts the brake rotor friction surface at a 90 degree angle, approximately 13 mm (0.5 inch) from the outer edge of the rotor. 15. Measure and record the assembled LRO of the brake rotor. 0. Rotate the rotor until the lowest reading is displayed on the indicator dial, then set the dial to zero. 1. Rotate the rotor until the highest reading is displayed on the dial. 2. Mark the location of the high spot relative to the nearest wheel stud, or studs. 3. Measure and record the amount of LRO. 16. Compare the brake rotor assembled LRO to the following specification: ^ Front brake rotor maximum allowable assembled lateral runout: 0.05 mm (0.002 inch) ^ Rear brake rotor maximum allowable assembled lateral runout: 0.05 mm (0.002 inch) 17. If the brake rotor assembled LRO measurement exceeds the specification, bring the LRO to within specifications. Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction 18. If the brake rotor assembled LRO measurement is within specification, install the brake caliper and depress the brake pedal several times to secure the rotor in place before removing the J45101-100 and the lug nuts. Brake Rotor Refinishing Brake Rotor Refinishing Tools Required ^ J41013 Rotor Resurfacing Kit ^ J42450-A Wheel Hub Resurfacing Kit Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ The disc brake rotors do not require refinishing as part of routine brake system service. New disc brake rotors do not require refinishing. Do not refinish disc brake rotors in an attempt to correct the following conditions: Brake system noise - squeal, growl, groan - Uneven and/or premature disc brake pad wear - Superficial or cosmetic corrosion/rust of the disc brake rotor friction surface - Scoring of the disc brake rotor friction surface less than the maximum allowable specification ^ Before refinishing a brake rotor, the rotor MUST first be checked for adequate thickness to allow the rotor to be refinished and remain above the minimum allowable thickness after refinish specification. Refer to Brake Rotor Thickness Measurement. Disc brake rotors should only be refinished if they have adequate thickness to be refinished and if one or more of the following conditions exist: See: Brake Rotor Thickness Page 11261 9. Strip the nylon coating from the brake pipe ends to be flared, if necessary. ^ Select the appropriate blade on the coating stripping tool included in the J45405, by unthreading the blade block from the stripping tool and installing the block with the desired blade facing the tool rollers. 6.35 mm (0.250 inch) blade for 4.76 mm (3/16 inch) diameter pipe ^ Insert the brake pipe end to be flared into the stripping tool to the depth of the ledge on the tool rollers. ^ While holding the brake pipe firmly against the stripping tool roller ledges, rotate the thumbwheel of the tool until the blade contacts the brake pipe coated surface. Important: Do not gouge the metal surface of the brake pipe. ^ Rotate the stripping tool in a clockwise direction, ensuring that the brake pipe end remains against the tool roller ledges. ^ After each successive revolution of the stripping tool, carefully rotate the thumbwheel of the tool clockwise, in order to continue stripping the coating from the brake pipe until the metal pipe surface is exposed. ^ Loosen the thumbwheel of the tool and remove the brake pipe. Important: Ensure that all loose remnants of the nylon coating have been removed from the brake pipe. ^ Inspect the stripped end of the brake pipe to ensure that the proper amount of coating has been removed. 6.35 mm (0.250 inch) for 4.76 mm (3/16 inch) diameter pipe 10. Chamfer the inside and outside diameter of the pipe with the de-burring tool included in the J45405. 11. Install the tube nuts on the brake pipe, noting their orientation. 12. Clean the brake pipe and the J45405 of lubricant, contaminants, and debris. Page 10730 6. Put a light coat of grease from the service kit on the ball grooves of the inner race and the outer race. 7. Hold the inner race 90 degrees to centerline of cage with the lands of the inner race (1) aligned with the windows of the cage (2) and insert the inner race into the cage. 8. Hold the cage and the inner race 90 degrees to centerline of the outer race (1) and align the cage windows (3) with the lands of the outer race. 9. Important: Be sure that the retaining ring side of the inner race faces the halfshaft bar. Place the cage and the inner race into the outer race. 10. Insert the first chrome ball then tilt the cage in the opposite direction to insert the opposing ball. 11. Repeat this process until all 6 balls are in place. 12. Place approximately half the grease from the service kit inside the outboard seal and pack the CV joint with the remaining grease. Page 5629 Fuel Tank Pressure Sensor: Service and Repair FUEL TANK PRESSURE SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Remove the fuel tank pressure sensor (1) from the fuel sender assembly. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to the fuel sender assembly. 2. Install the fuel tank. Page 8549 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 1845 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 539 Heated Seat Control Module - Driver C2 (With RPO Code KA1) Page 6686 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 7036 -> Wiring Repairs See: Testing and Inspection/Component Tests and General Diagnostics Circuit/System Testing 1. Ignition OFF, disconnect the harness connector at the low speed splice pack. 2. Ignition ON, test for less than 1.0 volt between the low speed GMLAN serial data circuit of the DLC and ground. -> If greater than 1.0 volt, repair the serial data circuit for a short to voltage. 3. Test for infinite resistance between the serial data circuit of the DLC and ground. -> If less than infinite resistance, repair the serial data circuit for a short to ground. 4. Test for less than 1.0 ohm of resistance in the serial data circuit between the DLC and the splice pack. -> If greater than 1.0 ohm, repair the serial data circuit for an open/high resistance. 5. Install a 3-amp fused jumper wire between pin A and pin M of the splice pack. Install another 3-amp fused jumper wire to pin M. 6. Using the extra jumper wire from pin M attempt to establish communications with any other module connected to the splice pack. At least one module should be able to communicate. -> If communications can't be established with any module, test the serial data circuit of the BCM for a short to voltage, short to ground or open/high resistance. If the circuit tests normal, replace the BCM. 7. Using the extra jumper wire at pin M, continue testing each serial data circuit at the splice pack for communications. All modules should be able to communicate. -> If there is only one module connected, test the serial data circuit for a short to voltage or a short to ground. If the circuit tests normal, replace the faulty module. -> If there are multiple modules, test each serial data circuit for a short to voltage or a short to ground, with the modules disconnected. If the circuit tests normal, install each module one at a time starting with the closest module to the splice pack until communications stop. Replace the faulty module. 8. If all circuits test normal, test or replace the splice pack. Repair Instructions Perform the Diagnostic Repair Verification after completing the repair. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures -> Control Module References for module replacement, setup, and programming. See: Testing and Inspection/Programming and Relearning -> GMLAN Wiring Repairs See: Testing and Inspection/Component Tests and General Diagnostics Page 2955 Transmission Temperature Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 13181 Page 9910 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 6634 Body Control Module (BCM) C2 Page 11827 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8430 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8277 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 6687 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 9015 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 4911 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1216 2. Connect the ECM electrical connectors (2). 3. Install the air cleaner assembly. 4. Install the left front inner fender brace. 5. Connect the negative battery cable. 6. Program the new ECM. Refer to Control Module References. See: Testing and Inspection/Programming and Relearning Page 7116 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 5432 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 9891 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 11997 Page 9565 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4328 6. Align the crankshaft timing mark (1) to the timing mark on the bottom of the timing chain tensioner (2). 7. Hold the camshaft sprocket with the timing chain hanging down and install the timing chain to the crankshaft gear. 8. Align the timing mark on the camshaft gear (3) with the timing mark on top of the timing chain tensioner (4). 9. Align the dowel in the camshaft sprocket with the dowel hole in the camshaft. 10. Draw the camshaft sprocket onto the camshaft using the mounting bolts. Tighten the bolts 16 Nm (12 ft. lbs.). 11. Coat the crankshaft and camshaft sprockets with clean engine oil. 12. Install the engine front cover. Page 4169 Oil Cooler: Service and Repair Engine Oil Cooler Hose/Pipe Replacement Engine Oil Cooler Hose/Pipe Replacement Removal Procedure 1. Remove the right engine splash shield. 2. Remove the lower air baffle. 3. Remove the support clip from the engine oil cooler lines. 4. Remove the engine oil cooler lines from the engine oil cooler. 5. Remove the engine oil cooler lines from the engine oil filter adapter. 6. Remove the engine oil cooler lines from the vehicle. Installation Procedure 1. Install the engine oil cooler lines to the vehicle. 2. Install the engine oil cooler lines to the engine oil cooler. 3. Install the engine oil cooler lines to the engine oil filter adapter. 4. Install the engine oil cooler line support clip to the engine oil cooler lines. 5. Install the right engine splash shield. 6. Install the lower air baffle. 7. Add the proper amount of engine oil. Page 9550 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 2284 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8296 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 11301 9. Remove the retaining clip and disconnect the cable button from the clevis. 10. Use the J 37043 to release and remove cable from the bracket on the pedal assembly. 11. Remove the park brake pedal assembly. Installation Procedure 1. Install the park brake assembly onto the body mounting studs. 2. Install the 3 park brake pedal assembly retaining nuts. ^ Tighten the nuts to 25 N.m (18 lb ft). Notice: Refer to Fastener Notice in Cautions and Notices. 3. Install the front park brake cable into the bracket on the park brake pedal assembly. 4. Insert the cable button into the clevis and install the retaining clip. 5. Connect the electrical connector to the park brake switch. 6. Reposition the carpeting properly. 7. Install the left side carpet retainers and the lower center pillar trim panel on the left side. 8. Install the left side closeout/insulator panel. 9. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 10. Install the front park brake cable through the park brake cable guides. Page 13013 1. The tire must be in the relaxed position when the repair unit is installed (Do not spread the beads excessively). Two-Piece Plug and Repair Units 1. If applicable, install the repair unit so that the alignment is correct. 2. Center the repair unit over the injury and stitch down thoroughly with the stitching tool, working from the center out. 3. Being careful not to stretch the plug material, cut the plug flush with the outer tread. Combination Repair/Plug Units 1. Pull the plug through the injury until the repair just reaches the liner. Stitch down thoroughly. 2. Follow the repair material manufacturer's recommendations for further installation instructions. 2. Consult your repair material supplier for the proper stitching tool. Safety Cage Page 1807 Page 1348 Page 5380 Page 5425 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Diagrams Engine Oil Level Switch Page 10314 Seals and Gaskets: By Symptom Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 8728 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2493 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10248 Fluid Line/Hose: Service and Repair Transmission Fluid Cooler Hose/Pipe Replacement Transmission Fluid Cooler Hose/Pipe Replacement Removal Procedure 1. Disconnect the transaxle oil cooler (TOC) outlet hose from top side of the radiator. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the TOC hose retainer bolt. 4. Position a drain pan below the oil cooler hoses. 5. Disconnect the TOC outlet hose from the transaxle. 6. Disconnect the TOC inlet hose from the transaxle. 7. Disconnect the TOC inlet hose from the radiator. 8. Disconnect the TOC hoses from the radiator support retainer. 9. Remove the TOC hoses from the vehicle. Installation Procedure Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to prevent damage or wear which may cause fluid loss. Page 3524 Arrows and Symbols ARROWS AND SYMBOLS Page 9995 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5366 Page 12306 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 4659 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Locations Main Relay (Computer/Fuel System): Locations Location View Page 10975 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 3833 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Page 748 Page 2606 Page 6125 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 1174 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1365 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5634 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 11454 Page 1120 8. Take a CLEAR digital picture of the Tech 2(R) Vehicle Information screen showing the engine Calibration IDs and Verification Numbers as shown above. Retain the printout information and the Tech 2(R) screen photograph with the repair order. Note All pictures must be sent as a.jpg file. 9. E-mail a copy of the picture to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 10. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 11. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Tech 2(R) Displaying All Zeroes for the Verification Numbers on the Calibration ID and Verification Number Screen If the Tech 2(R) that you are using displays all zeroes for the Verification Numbers as shown, then perform the following steps: 1. Update the Tech 2(R) with the latest software from TIS2WEB. 2. Turn OFF the ignition for 90 seconds. 3. Connect the Tech 2(R) to the vehicle. 4. Turn ON the ignition, and build the vehicle. Observe the Tech 2(R) Calibration ID and Verification Number screen for proper operation. ‹› If the Tech 2(R) screen still does not display properly, then turn OFF the ignition for 90 seconds again. Turn ON the ignition and observe the same screen for proper operation. Retrieving Calibrations From a Global A Vehicle This information applies to the 2010 Camaro and is typical of the procedure that will be used on Global A vehicles. 1. Turn OFF the ignition. Page 12407 Frame Angle Measurement (Express / Savana Only) ........ Page 1928 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Fuel System - Driveability Issues/MIL/Multiple DTC's Fuel Injector: All Technical Service Bulletins Fuel System - Driveability Issues/MIL/Multiple DTC's TECHNICAL Bulletin No.: 03-06-04-030G Date: April 22, 2009 Subject: Various Driveability Symptoms Due to Clogged Fuel Injectors, MIL/SES DTCs P0171, P0172, P0174, P0300, P1174, P1175 (Clean Fuel Injectors and/or Perform Injector Test With AFIT CH-47976) Models: 2005-2009 GM Passenger Cars and Light Duty Trucks 2005-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X Equipped with Engine RPOs listed in the Table above and MULTEC(R) 2 Fuel Injectors Attention: GM does not support cleaning injectors on any engines that are not listed in this bulletin. Engines other than the ones listed in this bulletin that diagnosis indicates having restricted injectors should have those injectors replaced. Supercede: This bulletin is being revised to update the model year to 2009 and to provide applicable engine RPO table. Please discard Corporate Bulletin Number 03-06-04-030F (Section 06 - Engine/Propulsion System). Condition Some customers may comment on any of the following various driveability symptoms: - Extended Crank Time - Hard to Start - MIL/SES Illuminated with DTCs - Hesitation - Lack of Power - Surge or Chuggle - Rough Idle - Light or Intermittent Misfire Cause Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms. Correction Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 11230 Brake Caliper: Service and Repair Brake Caliper Overhaul - Rear Brake Caliper Overhaul - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Remove the rear brake caliper from the vehicle. 2. Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when applying compressed air. The piston(s) can fly out with force and could result in serious bodily injury. Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough air to ease the pistons out of the bores. If the pistons are blown out, even with the padding provided, it may be damaged. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Remove the retaining ring that secures the dust boot to the caliper housing. 4. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot seal. 5. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard the piston seal. Page 5911 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 10015 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 3729 Vehicle Lifting: Service and Repair Suspension Contact Lift VEHICLE LIFTING-SUSPENSION CONTACT LIFT When lifting the vehicle with a suspension-contact lift, place the front post lift points at the lower control arms in the area shown (1). Lift the rear of the vehicle with the rear post lift points ONLY under the rear wheels. Page 10094 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5599 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 5400 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Tire Pressure Monitor - TPM System Message/Service Tips Tires: Technical Service Bulletins Tire Pressure Monitor - TPM System Message/Service Tips # 09-03-16-002A: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information - (Apr 27, 2010) Subject: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information Models: 2006-2011 Cars and Light Duty Trucks (Including Saturn and Saab) 2006-2010 HUMMER H2, H3 ATTENTION The information found in this bulletin is to be used as a dealership service consultant procedures for customers coming into the service lane with an illuminated "low tire light" or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. Maintaining proper tire pressures is an Owner's Maintenance item and is not covered under warranty. This bulletin is being revised to add model years and update additional bulletin reference information. Please discard Corporate Bulletin Number 09-03-16-002 (Section 03 -- Suspension). Customer Concerns and Confusion with the Tire Pressure Monitoring (TPM) System The following procedure should be used by dealership service consultants when a customer comes into the service drive with a "low tire light" on or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. The service consultant should perform the following steps: Procedure Turn the key to ON, without starting the engine. ^ If the low tire light comes on and stays on solid with a check tire pressure/low tire pressure/add air to tire message (on vehicles equipped with DIC), advise the customer: - The system is working properly. - Properly adjusting all tire air pressures to the recommended levels and driving the vehicle will turn the light off (refer to the Tire and Loading Information label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". ^ If the Tire Pressure Monitor (TPM) light blinks for one minute then stays on solid with a service tire monitor system message (on vehicles equipped with DIC): - A TPM system problem exists. The vehicle should be written up accordingly and sent to your service department for further DTC diagnosis and service. - If dashes (--) are displayed in only one or two of the tire pressure readouts, it is likely caused by a previous TPM system relearn that was performed incorrectly due to interference from another vehicle's TPM system during the relearn process (refer to the Important statement later in this bulletin regarding TPM relearn with a Tech 2(R)). - If dashes (--) are displayed in all four of the tire pressure readouts, there is a system problem. Follow the appropriate SI service procedures. ^ If a customer indicates the low tire light comes on for a few minutes when the vehicle is started, then goes off after driving a while, advise the customer: - The system is working properly. - Most likely, air pressure in one or more of the tires is low enough to turn the light on when tires are cold. After driving for a while, tires will heat Page 2595 Page 2922 ^ An alignment tab (2) for installing into the adapter and bearing assembly ^ A view of the inside of the connector 7. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 8. Install the connector to the sensor. 9. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A raised rotor flange cuff (5) ^ An alignment mark (4) for installation 10. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 11. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 12. Install the connector to the sensor. 13. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A raised rotor flange cuff (4) ^ An alignment mark (3) for installation 14. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 15. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. Campaign - Power Steering Hose Leak Technical Service Bulletin # 09132C Date: 110303 Campaign - Power Steering Hose Leak CUSTOMER SATISFACTION Bulletin No.: 09132C Date: March 03, 2011 Subject: 09132C - Power Steering Hose Leak Models: 2006 Chevrolet Impala, Monte Carlo (V6 & V8 Engine) 2005-2006 Pontiac Grand Prix (V8 Engine) Supercede: The expiration date of this bulletin is being extended to February 28, 2013. Discard all copies of bulletin 09132B, issued March 2010. *****THIS PROGRAM IS IN EFFECT UNTIL FEBRUARY 28, 2013.***** Condition Certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine may have a condition in which the power steering cooler line may leak or split. When these vehicles are started in cold weather, the pressure on the hose is substantially higher than in warmer weather and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, or replace a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Involved are certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine, and built within these VIN breakpoints: Important Dealers are to confirm vehicle eligibility prior to beginning repairs by using Investigate Vehicle History. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers through the GM GlobalConnect Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts required to complete this program are to be obtained from General Motors Customer Care and Aftersales. Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Page 11698 Page 822 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 10390 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 9797 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5882 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5965 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1309 Application Table (Part 2) Location View Location View Page 6226 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Testing and Inspection Step 1 - Step 9 Page 10510 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER OUTLET DUCT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the positive crankcase ventilation (PCV) tube from the air inlet duct. 2. Loosen the air inlet duct clamp at the throttle body. 3. Remove the air inlet duct from the throttle body. 4. Loosen the air inlet duct clamp at the mass air flow (MAF)/intake air temperature (IAT) sensor. 5. Remove the air inlet duct from the MAF/IAT sensor. INSTALLATION PROCEDURE 1. Install the air inlet duct from the MAF/IAT sensor. 2. Tighten the air inlet duct clamp at the MAF/IAT sensor. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the clamp to 3 N.m (27 lb in). 3. Install the air inlet duct to the throttle body. 4. Tighten the air inlet duct clamp at the throttle body. Tighten the clamp to 3 N.m (27 lb in). 5. Connect the PCV tube to the air inlet duct. Page 7524 Page 8879 Page 5384 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 761 Page 10453 Shift Cable: Service and Repair Automatic Transmission Range Selector Cable Replacement Removal Procedure Caution: Refer to Automatic Transaxle Range Selector Cable Caution. 1. Remove the air cleaner outlet duct. Refer to the following: ^ Air Cleaner Outlet Duct Replacement for the 3.5L engine ^ Air Cleaner Outlet Duct Replacement for the 3.9L engine ^ Air Cleaner Resonator Outlet Duct Replacement for the 5.3L engine 2. Remove the automatic transaxle range selector cable from the wiring harness clip or strap. 3. Remove the automatic transaxle range selector cable retainer. Page 5801 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9442 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 689 Conversion - English/Metric (Part 1) Page 495 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 1199 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 7350 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9576 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 10463 19. Depress the adjuster clip completely. This locks the cable into its adjusted service position. 20. Pull the conduit in the opposite direction to assure full system adjustment of the shift cable. Page 5575 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 11790 Fuse Block: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5560 Conversion - English/Metric (Part 1) Page 4598 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5602 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 859 Description and Operation Malfunction Indicator Lamp: Description and Operation MALFUNCTION INDICATOR LAMP (MIL) The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle emissions. Page 9246 OnStar(R) - Analog/Digital System Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog/Digital System Information INFORMATION Bulletin No.: 06-08-46-008C Date: September 18, 2008 Subject: Information on OnStar(R) Dual-Mode (Analog/Digital) Systems Models Supercede: This bulletin is being revised to correct the model year range for the Chevrolet Impala and Monte Carlo and update the reference to GM Dealerworld. Please discard Corporate Bulletin Number 06-08-46-008B (Section 08 - Body and Accessories). All 2000-2003 model year vehicles equipped with OnStar® from the list above were built with Analog/Digital-Ready OnStar(R) Hardware. Some of these vehicles may have been upgraded to Dual-Mode (Analog/Digital). Certain 2004-2005 model year vehicles equipped with OnStar(R) from the list above may have been either: ^ Originally built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware with Dual-Mode (Analog/Digital) OnStar(R) Hardware OR ^ Upgraded to Dual-Mode (Analog/Digital) Hardware All 2006 model year and newer vehicles equipped with OnStar(R) were built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware. If a vehicle has Dual-Mode (Analog/Digital) OnStar(R) Hardware, then the system is capable of operating on both the analog and digital cellular Page 12482 3. Install the outer tie rod to the steering knuckle. 4. Connect the front lower control arm ball stud to the knuckle. 5. Install the front wheel drive shaft bearing. 6. Lower the vehicle. 7. Inspect the front wheel alignment and adjust, if necessary. Refer to Measuring Wheel Alignment. Page 2817 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 1988 Page 2123 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 11704 Page 10506 Conversion - English/Metric (Part 1) Page 145 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12143 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Locations Radiator Cooling Fan Motor Relay: Locations Location View Page 5080 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7519 Page 4845 Page 1905 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6345 - If the scan tool parameters do not indicate a lean condition, go to Symptoms - Computers and Control Systems. See: Computers and Control Systems/Testing and Inspection/Symptom Related Diagnostic Procedures/Symptoms - Engine Controls CIRCUIT/SYSTEM TESTING 1. Turn OFF the ignition. 2. Relieve the fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Disconnect the chassis fuel hose from the engine compartment fuel pipe. 4. Install the J 37287 between the chassis fuel hose and the engine compartment fuel pipe. 5. Open the valve on the J 37287. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. 8. Bleed the air from the J 34730-1A. 9. Command the fuel pump relay ON and then OFF with a scan tool. 10. Close the fuel feed pipe shut-off valve. 11. Monitor the J 34730-1A for 1 minute. - If the fuel pressure remains constant, replace the fuel sender assembly. - If the fuel pressure does not remain constant, locate and replace the leaking fuel injectors. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. Fuel Rail Assembly Replacement - Fuel Injector Replacement See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Page 12124 Arrows and Symbols ARROWS AND SYMBOLS Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the steering column from the vehicle. 3. Remove the following from the steering shaft: 1 The boot seal (5) 2 The steering shaft seal (4) 3 The sensor retainer (3) 4 The sensor locator (2) 4. Remove the steering wheel position sensor (1). 5. Remove the adapter and bearing assembly from the steering jacket assembly. Installation Procedure 1. Install the adapter and bearing assembly to the steering jacket assembly. Page 5697 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 93 Service and Repair Push Rod: Service and Repair Valve Rocker Arm and Push Rod Replacement Removal Procedure Important: Place the valve train components in a rack in order to ensure that the components are installed in the same location from which they were removed. 1. Remove the valve rocker arm covers. 2. Loosen the valve rocker arm bolts. 3. Remove the rocker arms. 4. Remove the pushrods. ^ The intake push rods measure 147.51 mm (5.81 inch). ^ The exhaust push rods measure 154.87 mm (6.1 inch). Installation Procedure Page 3473 14. Connect the seat belt retractor pretensioner - LF connector (2) to vehicle harness connector (1). 15. Install the CPA (3) to the seat belt retractor pretensioner - LF connector (2). 16. Install the lower center pillar trim. 17. Connect the LF side impact module connector (1) to the vehicle harness connector. 18. Install the CPA lock to the LF side impact module connector (1). 19. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 20. Replace both fuse center covers. 21. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 22. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 5409 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2220 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 6275 Arrows and Symbols ARROWS AND SYMBOLS Page 8961 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 12959 Install the sensor nut and position the sensor body parallel to the inside wheel surface while torquing. Tighten the sensor nut to 7 Nm (62 inch lbs.). 5. Important: Before installing the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting: ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for outer bead. Install the tire on the wheel. 6. Install the tire/wheel assembly on the vehicle. 7. Lower the vehicle. Page 2819 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Specifications Shift Solenoid Valve State and Gear Ratio Page 7948 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7424 Conversion - English/Metric (Part 1) Page 9321 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 4892 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 20 Page 11110 2. Install the piston seal in the brake caliper. 3. Install the dust seal on the piston. 4. Important: Position the piston in the bore so that it is straight and level. Install the piston in the brake caliper. Page 6836 Passenger Car Zoning PASSENGER CAR ZONING Page 4072 5. Disconnect the right side spark plug wires from the spark plugs. 6. Disconnect the right side spark plug wires from the ignition coil. 7. Remove the right side spark plug harness clip from the ignition coil bracket. 8. Remove the spark plug harness. 9. Disconnect the manifold absolute pressure (MAP) sensor electrical connector (1). 10. Disconnect the ignition coil electrical connector (6). 11. Remove the engine harness clip from the ignition coil bracket. Page 8083 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 12027 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 5357 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Page 4493 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 9046 Page 7228 IMPORTANT: A special anti-seize compound is used on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burn away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the exhaust manifold. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (2). 4. Install the CPA retainer (3). 5. Install the oxygen sensor electrical connector to the ignition coil bracket. Diagram Information and Instructions Radiator Cooling Fan Control Module: Diagram Information and Instructions Electrical Symbols Page 9958 Shift Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 7737 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Control Valve Body Assembly Valve Body: Diagrams Control Valve Body Assembly Disassembled Views Control Valve Body Assembly (1 of 2) Control Valve Body Assembly 301 - Control Valve Body Machined 302 - Line Boost Valve and Bushing Retainer 303 - Line Boost Valve Bore Plug 304 - Line Boost Valve 305 - TCC PWM Solenoid Valve O-Ring Seal 306 - TCC PWM Solenoid Valve O-Ring Seal 307 - Pressure Control Solenoid Valve O-Ring Seal 309 Reverse Boost Valve Bushing 310 - Reverse Boost Valve 311 - Pressure Regulator Valve Spring Outer 312 - Pressure Regulator Valve Inner Spring 313 - Pressure Regulator Valve 314d - 1-2, 3-4 Shift Solenoid Valve Retainer 314e - Pressure Control Solenoid Valve Retainer 314f - TCC PWM Solenoid Valve Retainer 314g - TCC Regulator Apply Valve Bore Plug Retainer 315 - 1-2, 3-4 Shift Solenoid Valve Assembly 316a - 1-2, 3-4 Shift Solenoid Valve O-Ring Seal 316b - Pressure Control Solenoid Valve O-Ring Seal 317 - 1-2 Shift Valve Spring 318 - 1-2 Shift Valve 320 - Torque Signal Regulator Valve Spring 321 - Torque Signal Regulator Valve 322 - Pressure Control Solenoid Valve Assembly Page 10808 Transmission Temperature Sensor/Switch: Service and Repair Fluid Temperature Sensor Replacement Fluid Temperature Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the wiring harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor (391). Installation Procedure 1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with fluid temperature sensor (391). 3. Install the case side cover. Page 9721 Transmission Temperature Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 9316 Page 1797 Page 12554 * The amount identified in "Net Item" should represent the actual sum total of the current GMCC&A; Dealer net price for the 1/4 container of power steering fluid (V6) needed to perform the required repairs, not to exceed $1.40 USD, $1.26 CAD, plus applicable Mark-Up. ** The amount identified in "Net Item" should represent the dollar amount reimbursed to the customer. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter included with this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through February 28, 2013. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through February 28, 2013, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure V6 Engine Note The location of the leak (1) is shown above. The power steering cooler hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. Page 1636 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1720 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5587 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1667 Page 11637 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 1614 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4556 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 7791 Page 757 Blower Motor Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9873 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 2041 Diagram Information and Instructions Blower Motor Relay: Diagram Information and Instructions Electrical Symbols Page 7549 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 3324 What You Should Do: To limit any possible inconvenience, we recommend that you contact your dealer as soon as possible to schedule an appointment for this repair. By scheduling an appointment, your dealer can ensure that the necessary parts will be available on your scheduled appointment date. Reimbursement: The enclosed form explains what reimbursement is available and how to request reimbursement if you have paid for repairs for this condition. Your request for reimbursement, including the information and documents mentioned on the enclosed form, must be received by GM by February 28, 2011. Because you have already had the hose replaced, you do not need to take your vehicle to your dealer for this repair. If you have any questions or need any assistance to better understand related repairs, please contact your dealer. If you have questions related to a potential reimbursement, please contact the appropriate Customer Assistance Center at the number listed below. We sincerely regret any inconvenience or concern that this situation may cause you. We want you to know that we will do our best, throughout your ownership experience, to ensure that your GM vehicle provides you many miles of enjoyable driving. Scott Lawson Director, Customer and Relationship Services Enclosure 09132 Page 1818 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Electrical - Instrument Panel & General Wiring Repair Wiring Harness: All Technical Service Bulletins Electrical - Instrument Panel & General Wiring Repair Bulletin No.: 06-08-45-004 Date: May 02, 2006 INFORMATION Subject: Instrument Panel (I/P), Body and General Wiring Harness Repair Models: 2007 and Prior GM Cars and Trucks 2003-2007 HUMMER H2 2006-2007 HUMMER H3 Important: A part restriction has been implemented on all Body and I/P harnesses and is being administered by the PQC. If a body or I/P harness replacement is required, it can take 12-28 weeks for a harness to be built and delivered to a dealer. The dealer technician is expected to repair any harness damage as the first and best choice before replacing a harness. In an effort to standardize repair practices, General Motors is requiring that all wiring harnesses be repaired instead of replaced. If there is a question concerning which connector and/or terminal you are working on, refer to the information in the appropriate Connector End Views in SI. The Instruction Manual J 38125-620, which is sent with each new update of the J 38125 Terminal Repair Kit, also has terminal crimping and terminal remove information. Important: There are some parts in the J 38125 Terminal Repair Kit (i.e. SIR connector CPAs and heat shrink tube (used in high heat area pigtail replacement) and some TPAs that are not available from GMSPO. It is vitally important that each update to the J 38125 Terminal Repair Kit be done as soon as it arrives at the dealer. Utilize the Terminal Repair Kit (J 38125) to achieve an effective wiring repair. The Terminal Repair Kit has been an essential tool for all GM Dealers since 1987. Replacement terminals and tools for this kit are available through SPX/Kent Moore. Refer to Corporate Bulletin Number 06-08-45-001 for more information. The Instruction Manual J 38125-620, which is sent with each new update to the J 38125 Terminal Repair Kit, also has terminal crimping and terminal removal information. U.S. Dealers Only - Training courses (including Tech Assists, Emerging Issues, Web, IDL and Hands-on) are available through the GM Training website. Refer to Resources and then Training Materials for a complete list of available courses. Canadian Dealers Only - Refer to the Training section of GM infoNet for a complete list of available courses and a copy of the J 38125 Terminal Repair Kit Instruction Manual. Wiring repair information is also available in Service Information (SI). The Wiring Repair section contains information for the following types of wiring repairs: - Testing for intermittent conditions and poor conditions - Flat wire repairs - GMLAN wiring repairs - High temperature wiring repairs - Splicing copper wire using splice clips - Splicing copper wire using splice sleeves - Splicing twisted or shielded cable - Splicing inline harness diodes Page 5776 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 5351 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The ECM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 6971 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 7332 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9514 4. Remove the automatic shift lock actuator from the pivot point (1), the base of the shift lock control and the vehicle. Installation Procedure Page 9629 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 13246 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 13247 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3585 Page 12185 Wipers/Washers - Washer Inoperative/Poor Performance Fuse: All Technical Service Bulletins Wipers/Washers - Washer Inoperative/Poor Performance Bulletin No.: 07-08-43-004C Date: November 19, 2007 TECHNICAL Subject: EI07089 - Windshield Washer Inoperative, Poor Performance (Replace WSW Fuse) Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Supercede: This bulletin is being revised to include 2008 Impala. Please discard Corporate Bulletin Number 07-08-43-004B (Section 08 - Body and Accessories). Condition Some customer's may comment that the windshield washer pump operation is intermittent. Correction DO NOT REPLACE THE WINDSHIELD WASHER PUMP. Engineering has determined that windshield washer pump intermittent operation or poor performance conditions may be corrected by replacing the current 10 amp WSW fuse with a 15 amp fuse. The WSW (windshield washer) fuse is located in the UBEC (underhood bussed electrical center). Be sure to update the UBEC fuse label to indicate the use of a 15 amp fuse for the Windshield Washer (WSW). Warranty Information Page 6057 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 9639 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8958 Page 4185 6. Remove the engine oil level sensor bolt and sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil level sensor and bolt. Tighten the bolt to 10 Nm (89 inch lbs.). Page 9887 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 6750 Page 5464 Page 2126 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 9243 Page 10955 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1207 Engine Control Module (ECM) C3 (Part 1) Page 8501 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Fuel Pressure Relief Fuel Pressure Release: Service and Repair Fuel Pressure Relief FUEL PRESSURE RELIEF PROCEDURE TOOLS REQUIRED J 34730-1A Fuel Pressure Gage CAUTION: Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete. 1. Disconnect the negative battery cable. 2. Install the J 34730-1A. 3. Loosen the fuel fill cap in order to relieve the fuel tank vapor pressure. 4. Install the drain hose from J 34730-1A into an approved container. 5. Open the valve on the J 34730-1A in order to bleed the system pressure. 6. Drain any fuel remaining in the gage into the approved container. 7. Once the system pressure is completely relieved, remove J 34730-1A. 8. The fuel connections are now safe for servicing. Specifications Power Steering Pump Specifications Page 8760 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9939 1. Install the automatic shift lock actuator to the base of the shift lock control and the pivot point (1). Page 5389 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 3320 13. Remove the right side engine mount bracket bolts. 14. Remove the right side engine mount and bracket from the vehicle. 15. Disconnect the power steering cooler pipe/hose from the gear. 16. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 17. Disconnect the power steering cooler pipe/hose from the return line. 18. Remove the power steering cooler pipe/hose assembly from the vehicle. 19. Install the power steering cooler pipe/hose assembly to the vehicle with the new cooler installed over the front of the cradle as shown. 20. Connect the power steering cooler pipe/hose to the return line and install the clamp. 21. Connect the power steering cooler pipe/hose to the gear. Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 22. Remove the clip and replace with glued isolator (1). Isolator is smaller than what picture shows. Page 10518 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4869 Page 8912 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 5481 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 51 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 10656 1. Install the oil pump (200) to the valve body (300). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the oil pump bolts (206,207). ^ Tighten the M6 X 1.0 X 85 bolts (207) to 12 Nm (106 inch lbs.). ^ Tighten the M6 X 1.0 X 95 bolts (206) to 16 Nm (12 ft. lbs.). 3. Connect the electrical connectors to the solenoid valves (315A, 315B, 322, 334 and 440), the TFP manual valve position switch (395) and the temperature sensor (391). 4. Install the case side cover. Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 6202 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 8372 Page 2311 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6878 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11125 Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the front brake pads. 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure 1. Important: To ensure that the proper clamp load will be present when installed. It is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER, GM P/N 12345493 (Canadian P/N 10953488) or equivalent, to the threads of the brake caliper bracket bolts (2). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bracket (1) with the bracket bolts (2). Tighten the caliper bracket bolts to 180 Nm (133 ft. lbs.). 4. Install the front brake pads. 5. Install the caliper. Brake Caliper Bracket Replacement - Rear Brake Caliper Bracket Replacement - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the rear brake pads. Page 7548 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8242 Passenger Car Zoning PASSENGER CAR ZONING Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Page 1033 Page 912 Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 8419 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 13183 Page 12120 Page 6991 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 8235 Page 5299 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 2534 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6941 Page 7760 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Page 6672 Page 1254 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 5217 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 2850 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 8537 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9726 Transmission Temperature Sensor/Switch: Service and Repair Fluid Temperature Sensor Replacement Fluid Temperature Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the wiring harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor (391). Installation Procedure 1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with fluid temperature sensor (391). 3. Install the case side cover. Page 8635 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2141 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8478 Page 8674 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 10893 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Specifications Crankshaft Main Bearing: Specifications Crankshaft Main Bearing Cap Bolt/Stud First Pass ............................................................................................................................................. .................................................. 50 Nm (37 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................... 77 degrees Crankshaft Main Bearing Clearance - Except #3 .................................................................................................. 0.019 - 0.064 mm (0.0008 - 0.0025 inch) Crankshaft Main Bearing Clearance - #3 Thrust Bearing ..................................................................................... 0.032 - 0.077 mm (0.0012 - 0.0030 inch) Specifications Piston Pin: Specifications Piston Pin Clearance to Connecting Rod Bore - Press Fit .......................................................................... - 0.004 - - 0.021 mm ( - 0.0001 - - 0.0008 inch) Piston Pin Clearance to Piston Pin Bore ............................................................................................................. 0.002 - 0.010 mm (0.00008 0.0004 inch) Piston Pin Diameter ............................................................................................................................................... 23.952 23.955 mm (0.942 - 0.943 inch) Piston Pin Length .......................................................................................................................................................... 64.21 - 64.44 mm (2.57 - 2.53 inch) Page 2537 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7537 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2873 Seat Belt and Pretensioner - Right Front Page 3531 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2238 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 2905 2. Install the following onto the steering shaft: 1 The steering wheel position sensor (1) Refer to Steering Wheel Position Sensor Centering. 2 The sensor locator (2) 3 The sensor retainer (3) 4 The steering shaft seal (4) 5 The boot seal (5) 3. Install the steering column into the vehicle. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 6939 Engine Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 1200 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 12263 Page 11528 Generator Page 1650 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7468 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 9657 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 9348 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 11745 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3050 Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 8301 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 3815 Customer TPMS Information Page 9277 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 6555 Behind The I/P Page 7613 Page 10936 Page 6818 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 10945 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Adjustments Shift Cable: Adjustments Automatic Transmission Range Selector Cable Adjustment Caution: Refer to Automatic Transaxle Range Selector Cable Caution in Service Precautions. Notice: Adjust the automatic transaxle range selector cable while the transaxle and while the gear selector are in the Neutral position only. Failure to do so may cause mis-adjustment. 1. Set the parking brake. 2. Block the wheels. 3. Disconnect the shift cables at both ends with the system in Neutral. 4. Notice: Do NOT attempt to separate the metal couplings. Replace both cable pieces if the metal couplings are separated. Both of the cable section will be damaged if the two metal couplings are disconnected. Push up to the adjustment position to release the adjuster until the cable housings separate. 5. Depress the adjuster clip once. This mobilizes the adjuster housing toward the transaxle end fitting. 6. Line up the end fittings so they slide together until you feel the parts cam together and lock. 7. Depress the adjuster clip completely. This locks the cable into its adjusted service position. 8. Pull the conduit in the opposite direction to assure full system adjustment of the shift cable. Page 815 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 9361 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3007 1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies from the front and the rear axles. 3. Remove the strut from the vehicle. 4. Place the strut in a vise and file the hole lateral. oblong. Compare the appearance of the holes before filing (2) with after filing (3). 5. File the lower strut-to-knuckle attaching hole for a front camber adjustment. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the strut to the vehicle. Tighten the strut-to-knuckle nuts as far as to allow movement of the knuckle. 2. Install the tire and wheel assemblies. 3. Adjust the camber (1). Tighten the strut-to-knuckle nuts to 130 Nm (96 ft. lbs.). 4. Lower the vehicle. Front Toe Adjustment 1. Remove the small seal clamp from the inner tie rod boot. 2. Position the steering wheel in the straight ahead position. Page 904 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7409 Diagrams Variable Valve Timing Solenoid: Diagrams Intake Manifold Tuning (IMT) Valve Solenoid Camshaft Position (CMP) Actuator Solenoid Page 8377 Fuel Injector: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2398 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5430 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 3800 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Page 9064 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 6441 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1103 Body Control Module: Description and Operation Power Mode POWER MODE DESCRIPTION AND OPERATION SERIAL DATA POWER MODE MASTER Power to many of this vehicles circuits is controlled by the module that is designated the power mode master (PMM). This vehicles PMM is the body control module (BCM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination of the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. The PMM determines which power mode (Run, Accessory, Crank, Retained Accessory Power, or Off) is required, and reports this information to other modules via serial data. Modules which have switched voltage inputs may operate in a default mode if the PMM serial data message does not match what the individual module can see from its own connections. The PMM receives 3 ignition switch signals to identify the operators desired power mode. The 3-wire Ignition Switch table illustrates the state of these inputs in correspondence to the ignition switch position: Relay Controlled Power Mode The body control module (BCM) uses the discrete ignition switch inputs Off/Run/Crank, Accessory, and Ignition 1, to distinguish the correct power mode. The BCM, after determining the desired power mode, will activate the appropriate relays for that power mode. Fail-Safe Operation Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the power mode master (PMM) fail to send a power mode message. The fail-safe plan covers those modules, using exclusively serial data control of power mode, as well as those modules with discrete ignition signal inputs. Serial Data Messages The modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid PMM message until they can check for the engine run flag status on the serial data circuits. If the PMM fails, the modules monitor the serial data circuit for the engine run flag serial data. If the engine run flag serial data is True, indicating that the engine is running, the modules fail-safe to RUN. In this state, the modules and their subsystems can support all operator requirements. If the engine run flag serial data is False, indicating that the engine is not running, the modules fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both discrete signal inputs and serial data inputs from other modules on the vehicle. Discrete Ignition Signals Those modules that have discrete ignition signal inputs from the body control module (BCM), also remain in the state dictated by the last valid PMM message received on the serial data circuits. They then check the state of their discrete ignition input to determine the current valid state. If the discrete ignition input is active, battery positive voltage, the modules will fail-safe to the RUN power mode. If the discrete ignition input is not active, open or 0 volts, the modules will fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle. BCM Awake/Sleep States The body control module (BCM) is able to control or perform all of the BCM functions in the awake up state. The BCM enters the sleep state when active control or monitoring of system functions has stopped and a time limit has passed. The BCM must detect certain wake-up inputs before entering the awake state. The BCM monitors for these inputs during the sleep state. The BCM will enter the awake state if any of the following wake-up inputs are detected: Activity on the serial data line - Detection of a battery disconnect and reconnect condition - Any door is opened. - Headlamps are ON. - Key-in-ignition switch Page 6419 Page 102 Steering - Noise Diagnostics TSB References Power Steering Fluid: All Technical Service Bulletins Steering - Noise Diagnostics TSB References INFORMATION Bulletin No.: 06-02-32-009B Date: November 19, 2008 Subject: Overview of Steering System Noises Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only), LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering). The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct service bulletin for several different steering system noise concerns. Many customer concerns with the steering system involve specific symptoms (noises heard). Once the customer concern has been verified, the table above may help identify the correct bulletin to reference. If other symptoms are present, or if diagnosis indicates another cause not found in any of the three service bulletins, refer to SI to diagnose the repair customer concern. Disclaimer Page 10066 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1622 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 8280 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7050 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 7047 Page 6615 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7896 Page 13186 Passenger Car Zoning PASSENGER CAR ZONING Page 7933 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2199 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 4926 Page 564 System. 1. Reprogram the electronic brake control module (EBCM), which may be listed as an ABS module in TIS, with updated software calibration. The new service calibration was released with TIS satellite data update, version 11.0 available October 31, 2005. 2. Relearn the tire pressure monitoring system as necessary. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through December 31, 2006. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service prior to December 31, 2006, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Page 10901 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 8544 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7741 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2505 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect the automatic shift lock actuator electrical connector. Page 7434 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 9444 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 521 2. Select Next Available Slot. Follow the on-screen instructions. Simultaneously hold the LOCK and UNLOCK buttons on the keyless entry transmitter to program. 3. When all the desired transmitters have been programmed, exit the vehicle and operate the transmitter functions in order to verify correct system operation. Programming Remote Keyless Entry Transmitters (Sold Vehicles) Important: Make several copies of the programming instructions if required. Some customers may not bring all of their remote keyless entry transmitters to your dealership for programming. Vehicles are sold with two transmitters. However, customers have the option to purchase additional transmitters. Ensure that customers understand that all of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at one time in order to function properly. Program the transmitters that the customer provides to you using a scan tool. Inform the customer that all of the remaining transmitters will not function properly until they are programmed. Customers must program all of their transmitters, including the transmitters programmed at your dealership, at one time, using the driver information center (DIC) programming method. Inform customers to locate and program their transmitters using the procedure provided. This procedure is also published in the owner manual. Page 402 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Page 2479 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Locations LF Of The Engine Compartment Service and Repair Spindle: Service and Repair Spindle Rod Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Important: Use a transmission jack or suitable hoist stands to prop the rear suspension support. Lower the rear suspension support to gain clearance to the spindle rod to knuckle bolt. Refer to Support Replacement. 4. Remove the bolt (1) and nut from the spindle rod and the rear suspension support. 5. Remove the spindle rod to knuckle bolt (4) and nut. 6. Push the spindle rod to knuckle bolt (4) forward enough to provide clearance for the spindle rod (5) removal. 7. Remove the spindle rod (5) from the vehicle. Installation Procedure 1. Install the spindle rod (5) to the vehicle. 2. Install the spindle rod (5) to the knuckle (8). 3. Notice: Refer to Fastener Notice. Install the spindle rod to knuckle bolt (4) and nut. Tighten the nut to 150 Nm (110 ft. lbs.). Page 10852 Page 6432 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 1803 Passenger Car Zoning PASSENGER CAR ZONING Page 9539 Page 1047 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8607 Page 11488 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5661 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9804 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7957 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1355 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8716 Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pressure sensor heat shield nut and shield. 3. Disconnect the engine oil pressure sensor electrical connector (1). Page 9252 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 9407 Page 11590 Passenger Car Zoning PASSENGER CAR ZONING Page 3546 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11075 Hydraulic Assembly: Service and Repair Brake Pressure Modulator Valve (BPMV) Bracket Replacement Brake Pressure Modulator Valve (BPMV) Bracket Replacement Specifications Harmonic Balancer - Crankshaft Pulley: Specifications Crankshaft Balancer Bolt First Pass ............................................................................................................................................. .................................................. 70 Nm (52 ft. lbs.) Final Pass ........................................................... ............................................................................................................................................... 70 degrees Page 71 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8017 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 3159 For vehicles repaired under warranty, use the table. Disclaimer Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 5110 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8096 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 9987 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 3090 component when snapping the throttle. Step 1 - Step 6 Drive Belt Falls Off Diagnosis Drive Belt Falls Off Diagnosis Diagnostic Aids ^ If the drive belts repeatedly fall off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Page 11179 maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement 1. Ensure that the caliper and caliper bracket that are already being supported, are clear from contacting any rotating components, such as the brake rotor. 2. Remove the J45101-100 and the lug nuts that were installed during the assembled LRO measurement procedure and/or the indexing correction procedure. 3. Inspect the mounting surface of the hub/axle flange and the brake rotor to ensure that there are no foreign particles or debris remaining. 4. Set up the lathe, following the manufacturer's instructions. 5. Refinish the brake rotor, following the brake lathe manufacturer's instructions. 6. After each successive cut, inspect the brake rotor thickness. Refer to Brake Rotor Thickness Measurement. See: Brake Rotor Thickness Measurement 7. If at any time the brake rotor exceeds the minimum allowable thickness after refinish specification, the brake rotor must be replaced. After replacing the rotor, proceed to step 10. 8. After refinishing the brake rotor, use the following procedure in order to obtain the desired non-directional finish: 1. Follow the brake lathe manufacturer's recommended speed setting for applying a non-directional finish 2. Using moderate pressure, apply the non-directional finish: ^ If the lathe is equipped with a non-directional finishing tool, apply the finish with 120 grit aluminum oxide sandpaper ^ If the lathe is not equipped with a non-directional finishing tool, apply the finish with a sanding block and 150 grit aluminum oxide sandpaper 3. After applying a non-directional finish, clean each friction surface of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner 9. Remove the lathe from the vehicle. 10. Measure the assembled LRO of the brake rotor. 11. If the brake rotor assembled LRO measurement still exceeds the maximum allowable specification, refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction 12. If the brake rotor assembled LRO is within specification, install the brake caliper and depress the brake pedal several times to secure the rotor in place before removing the J45101-100 and the lug nuts. Brake Rotor Assembled Lateral Runout Measurement Brake Rotor Assembled Lateral Runout (LRO) Measurement Tools Required ^ J39544-KIT Torque-Limiting Socket Set, or equivalent ^ J41013 Rotor Resurfacing Kit ^ J42450-A Wheel Hub Resurfacing Kit ^ J45101 Hub and Wheel Runout Gage ^ J45101-100 Conical Brake Rotor Washers Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement 1. Matchmark the position of the brake rotor to the wheel studs if this has not been done already. 2. Important: Whenever the brake rotor has been separated from the hub/axle flange, any rust or contaminants should be cleaned from the hub/axle flange and the brake rotor mating surfaces. Failure to do this may result in excessive assembled lateral runout (LRO) of the brake rotor, which could lead to brake pulsation. Inspect the mating surface of the hub/axle flange and the brake rotor to ensure that there are no foreign particles, corrosion, rust, or debris remaining. If the wheel hub/axle flange and/or if the brake rotor mating surfaces exhibit these conditions, perform the following steps: 1. Remove the brake rotor from the vehicle. 2. Using the J42450-A, thoroughly clean any rust or corrosion from the mating surface of the hub/axle flange. 3. Using the J41013, thoroughly clean any rust or corrosion from the mating surface of the brake rotor. 4. Clean the friction surfaces of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner. 3. Install the rotor to the hub/axle flange using the matchmark made prior to removal. Page 4303 6. Remove the valve spring cap keys. 7. Remove the valve cap. 8. Remove the valve spring. 9. Remove the valve stem oil seal. Installation Procedure 1. Lubricate the valve stem with clean engine oil. 2. Install the valve stem oil seal. 3. Install the valve spring. 4. Install the valve cap. Page 5512 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6460 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 5189 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Locations Radiator Cooling Fan Motor Relay: Locations Location View Page 6374 Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 4719 Page 12177 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Service and Repair Traction Control Switch: Service and Repair Traction Control Switch Replacement (Impala) Page 872 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2349 Page 9760 Page 12054 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8278 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 12065 Page 2318 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Steering - Noise Diagnostics TSB References Power Steering Fluid: All Technical Service Bulletins Steering - Noise Diagnostics TSB References INFORMATION Bulletin No.: 06-02-32-009B Date: November 19, 2008 Subject: Overview of Steering System Noises Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only), LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering). The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct service bulletin for several different steering system noise concerns. Many customer concerns with the steering system involve specific symptoms (noises heard). Once the customer concern has been verified, the table above may help identify the correct bulletin to reference. If other symptoms are present, or if diagnosis indicates another cause not found in any of the three service bulletins, refer to SI to diagnose the repair customer concern. Disclaimer Page 9506 Pressure Control Solenoid Valve Connector, Wiring Harness Side Page 5179 Page 8092 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9163 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 6744 Page 5686 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 4560 Page 7215 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 12960 Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Replacement Tire Pressure Sensor Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting. ^ Place the sensors cap and valve on a dry clean surface after removal; the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ When separating the tire bead from the wheel, position the bead breaking fixture 90 degrees from the valve stem. ^ Position the mounting/dismounting head so the tire iron, or pry bar, can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the tire pressure sensor. Installation Procedure 1. Clean any dirt or debris from the grommet sealing area. 2. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 3. Notice: Refer to Component Fastener Tightening Notice in Service Precautions. Install the sensor nut and position the sensor body parallel to the inside wheel surface while tightening. Page 5423 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 4141 Tighten the required drive belt idler pulley bolt. Tighten the bolt to 50 Nm (37 ft. lbs.). Page 12226 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 10517 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 9997 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4269 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Page 677 Radiator Cooling Fan Motor Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 1206 Engine Control Module (ECM) C2 (Part 3) Page 9423 Page 763 Page 5798 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 10068 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2481 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 3451 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 6627 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 3493 Disclaimer Page 1837 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 222 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The powertrain control module (PCM) sends the fuel level information via the class 2 circuit to the instrument panel cluster (IPC). This information is used for the instrument panel (I/P) fuel gage and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 5182 Page 11883 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 12010 Page 5937 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6482 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6477 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8770 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5869 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 11788 Passenger Car Zoning PASSENGER CAR ZONING Page 2020 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11473 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9827 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 10961 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8994 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7077 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 875 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7396 8. Take a CLEAR digital picture of the Tech 2(R) Vehicle Information screen showing the engine Calibration IDs and Verification Numbers as shown above. Retain the printout information and the Tech 2(R) screen photograph with the repair order. Note All pictures must be sent as a.jpg file. 9. E-mail a copy of the picture to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 10. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 11. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Tech 2(R) Displaying All Zeroes for the Verification Numbers on the Calibration ID and Verification Number Screen If the Tech 2(R) that you are using displays all zeroes for the Verification Numbers as shown, then perform the following steps: 1. Update the Tech 2(R) with the latest software from TIS2WEB. 2. Turn OFF the ignition for 90 seconds. 3. Connect the Tech 2(R) to the vehicle. 4. Turn ON the ignition, and build the vehicle. Observe the Tech 2(R) Calibration ID and Verification Number screen for proper operation. ‹› If the Tech 2(R) screen still does not display properly, then turn OFF the ignition for 90 seconds again. Turn ON the ignition and observe the same screen for proper operation. Retrieving Calibrations From a Global A Vehicle This information applies to the 2010 Camaro and is typical of the procedure that will be used on Global A vehicles. 1. Turn OFF the ignition. Locations Behind The I/P Page 10081 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 12461 If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 16. Install the connector to the sensor. 17. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A flush rotor flange cuff (4) ^ An alignment mark (3) for installation 18. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 19. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 20. Install the connector to the sensor. 21. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A flush rotor flange cuff (5) ^ An alignment mark (4) for installation ^ A foam ring (6) 22. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 23. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. Page 3540 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect the automatic shift lock actuator electrical connector. Page 1458 Pedal Positioning Sensor: Service and Repair Brake Pedal Position Sensor Replacement BRAKE PEDAL POSITION SENSOR REPLACEMENT Page 9823 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6766 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Electrical - Various Systems Concerns Body Control Module: All Technical Service Bulletins Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 288 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: Page 8515 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8780 Page 2419 Page 10427 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11744 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6746 Page 2422 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 3915 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 9275 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8514 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6972 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 2967 The information shown has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Disclaimer Page 12901 1. Install the coil spring and upper strut mount to the J 45400. 2. Turn the spring compressor forcing screw (1) until the coil spring is compressed. 3. Install the strut to the coil spring and upper strut mount. 4. Notice: Refer to Fastener Notice. Install the strut retaining nut. Using the J 42991 and a 45 TORX socket, install the strut mount nut. Tighten the strut mount nut to 70 Nm (52 ft. lbs.). 5. Remove the strut from the J 45400. 6. Install the strut to the vehicle. Page 7757 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 9824 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 12142 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7899 Page 9822 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8523 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 12114 Fuse: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 10575 of transmission fluid (ATF), (DEXRON(R)VI) (fluid) that is to be charged for the flush portion of the repair should not exceed the allowable charge for 7.5 L (2 gal) of fluid. This expense should be shown in the Parts Section of the warranty claim document. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. The Seven digit Alpha/Numeric flow code, i.e. A10DFB2, "MUST" be written on the job card, entered in the warranty claim labor operation Flush Code additional field (when available) and placed in the comments section of the warranty claim. Any repair that requires the technician to contact the Product Quality Center (PQC) must also include the seven digit flow code. The agent will request the seven digit flow code and add the information to the PQC case prior to providing authorization for the warranty claim. Disclaimer Testing and Inspection Engine Mount: Testing and Inspection Engine Mount Inspection 1. Important: Before replacing any engine mount due to suspected fluid loss, verify that the source of the fluid is the engine mount, not the engine or accessories. Install the engine support fixture. 2. Observe the engine mount while raising the engine. Raising the engine removes the weight from the engine mount and creates slight tension on the rubber. 3. Replace the engine mount if the engine mount exhibits any of the following conditions: ^ The hard rubber is covered with heat check cracks. ^ The rubber is separated from the metal plate of the engine mount. ^ The rubber is split through the center of the engine mount. ^ The engine mount itself is leaking fluid. 4. For engine mount replacement. Refer to Engine Mount Replacement. Page 5165 Wheels/Tires - Use of Nitrogen Gas in Tires Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Page 13251 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Service and Repair Fluid Filter - A/T: Service and Repair Oil Filter and Seal Replacement Removal Procedure 1. Remove the oil pan (24) and the gasket (25). 2. Remove the filter (100). Remove the lip ring seal (101) pressed into the case only if replacement is necessary. 3. Inspect the oil pan and the filter for the following foreign material: ^ metal particles ^ clutch facing material ^ rubber particles ^ engine coolant 4. Determine the source of the contamination if foreign material is evident. 5. Correct the source of the contamination. Installation Procedure 1. If removed, install a new seal (101). Page 8868 Wipers/Washers - Washer Inoperative/Poor Performance Fuse: Customer Interest Wipers/Washers - Washer Inoperative/Poor Performance Bulletin No.: 07-08-43-004C Date: November 19, 2007 TECHNICAL Subject: EI07089 - Windshield Washer Inoperative, Poor Performance (Replace WSW Fuse) Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Supercede: This bulletin is being revised to include 2008 Impala. Please discard Corporate Bulletin Number 07-08-43-004B (Section 08 - Body and Accessories). Condition Some customer's may comment that the windshield washer pump operation is intermittent. Correction DO NOT REPLACE THE WINDSHIELD WASHER PUMP. Engineering has determined that windshield washer pump intermittent operation or poor performance conditions may be corrected by replacing the current 10 amp WSW fuse with a 15 amp fuse. The WSW (windshield washer) fuse is located in the UBEC (underhood bussed electrical center). Be sure to update the UBEC fuse label to indicate the use of a 15 amp fuse for the Windshield Washer (WSW). Warranty Information Page 9430 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 1404 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 13206 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 10878 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 4421 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Page 12156 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 8063 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 11414 Application Table (Part 2) Location View Location View Page 70 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4155 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Page 7886 Page 1119 Engine Control Module: Technical Service Bulletins Engine/Transmission - Aftermarket Calibrations INFORMATION Bulletin No.: 09-06-04-026C Date: August 13, 2010 Subject: Identifying Non-GM (Aftermarket) Engine and Transmission Calibrations for V8 Gas Engines Using Tech 2(R) or Global Diagnostic System (GDS) Models: 2006-2011 GM Passenger Cars and Light Duty Trucks (Excluding Saab 9-7X) 2006-2009 HUMMER H2 2006-2010 HUMMER H3 Equipped with V8 Gas Powered Engines Only Attention: This bulletin applies to V8 gas powered engines ONLY. For Duramax(TM) diesel powered engines, refer to the latest version of Corporate Bulletin Number 08-06-04-006G. Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-06-04-026A (Section 06 - Engine/Propulsion System). General Motors is identifying an increasing number of engine, transmission and catalytic converter part failures that are the result of non-GM (aftermarket) engine and transmission control calibrations being used. When alteration to the GM-released engine or transmission control calibrations occurs, it subjects powertrain and driveline components (engine , transmission, transfer case, driveshaft and rear axle) to stresses that were not tested by General Motors. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Warranty coverage is based on the equipment and calibrations that were released on the vehicle at time of sale, or subsequently updated by GM. That's because GM testing and validation matches the calibration to a host of criteria that is essential to assure reliability, durability and emissions performance over the life of the warranty coverage and beyond. Stresses resulting from calibrations different from those tested and released by GM can damage or weaken components, leading to poor performance and or shortened life. Additionally, non-GM (aftermarket) issued engine control modifications often do not meet the same emissions performance standards as GM issued calibrations. Depending on state statutes, individuals who install engine control module calibrations that put the vehicle outside the parameters of emissions certification standards may be subject to fines and/or penalties. This bulletin outlines a procedure to identify the presence of non-GM (aftermarket) calibrations. GM recommends performing this check whenever a hard part failure is seen on internal engine or transmission components, or before an engine assembly or transmission assembly is being replaced under warranty. It is also recommended that the engine calibration verification procedure be performed whenever diagnostics indicate that catalytic converter replacement is indicated. The PQC has a process to confirm the ECM/PCM calibration is GM issued. The PQC will require a picture of the engine calibration verification screen, as outlined in this bulletin, before authorizing any V8 gas powered engine replacement. If a non-GM calibration is found and verification has taken place through GM, the remaining powertrain and driveline warranty will be blocked and notated in GMVIS and the dealership will be notified. This block prevents any UNAUTHORIZED warranty claim submission. 1. Connect the Tech 2(R) to the vehicle. 2. Go to: Diagnostics and build the vehicle. 3. Select: Powertrain. 4. Select: Engine. 5. *Select: Engine Control Module or PCM. 6. *Select: Module ID Information or I/M Information System if the Module ID Information selection is not available. 7. *If "I/M information System" was selected, it may be necessary to select "Vehicle Information" in order to display the calibration information. ‹› If the CVN information is displayed as "N/A", it will be necessary to contact the TCSC to obtain the CVN information. Page 5117 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1917 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10589 1. Install the transmission brace (1). 2. Notice: Refer to Fastener Notice. Install the transmission brace bolts (2). Tighten the bolts to 50 Nm (37 ft. lbs.). 3. Install the right engine mount bracket. Automatic Transmission Brace Replacement (RPOs LZ9/LZE) Page 10415 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2458 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 12699 2. Install the following onto the steering shaft: 1 The steering wheel position sensor (1) Refer to Steering Wheel Position Sensor Centering. 2 The sensor locator (2) 3 The sensor retainer (3) 4 The steering shaft seal (4) 5 The boot seal (5) 3. Install the steering column into the vehicle. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 10858 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11419 Jump Starting: Service and Repair JUMP STARTING IN CASE OF EMERGENCY CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: - Always shield your eyes. - Avoid leaning over the battery whenever possible. - Do not expose the battery to open flames or sparks. - Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. NOTE: This vehicle has a 12 volt, negative ground electrical system. Make sure the vehicle or equipment being used to jump start the engine is also 12 volt, negative ground. Use of any other type of system will damage the vehicle's electrical components. 1. Position the vehicle with the booster battery so that the jumper cables will reach. - Do not let the 2 vehicles touch. - Make sure that the jumper cables do not have loose ends, or missing insulation. 2. Place an automatic transmission in PARK. If equipped with a manual transmission, place in NEUTRAL and block the wheels. 3. Turn OFF all electrical loads on both vehicles that are not needed. 4. Turn OFF the ignition on both vehicles. 5. Connect the red positive (+) cable to the battery positive (+) terminal (2) of the vehicle with the discharged battery.Use a remote positive (+) terminal if the vehicle has one. 6. Connect the red positive (+) cable to the positive (+) terminal (1) of the booster battery.Use a remote positive (+) terminal if the vehicle has one. 7. Connect the black negative (-) cable to the negative (-) terminal (3) of the booster battery. 8. The final connection is made to a heavy, unpainted metal engine part (4) of the vehicle with the discharged battery.This final attachment must be at least 46 cm (18 in) away from the dead battery. CAUTION: Do not connect a jumper cable directly to the negative terminal of a discharged battery to prevent sparking and possible explosion of battery gases. 9. Start the engine of the vehicle that is providing the boost. 10. Crank the engine of the vehicle with the discharged battery. NOTE: Never operate the starter motor more than 15 seconds at a time without pausing in order to allow it to cool for at least 2 minutes. Overheating will damage the starter motor. 11. The black negative (-) cable must be first disconnected from the vehicle that was boosted (4). 12. Disconnect the black negative (-) cable from the negative (-) terminal (3) of the booster battery. 13. Disconnect the red positive (+) cable from the positive (+) terminal (1) of the booster battery. NOTE: Do not let the cable end touch any metal. Damage to the battery and other components may result. 14. Disconnect the red positive (+) cable from the remote positive (+) terminal (2) of the vehicle with the discharged battery. Page 510 2. Select Next Available Slot. Follow the on-screen instructions. Simultaneously hold the LOCK and UNLOCK buttons on the keyless entry transmitter to program. 3. When all the desired transmitters have been programmed, exit the vehicle and operate the transmitter functions in order to verify correct system operation. Programming Remote Keyless Entry Transmitters (Sold Vehicles) Important: Make several copies of the programming instructions if required. Some customers may not bring all of their remote keyless entry transmitters to your dealership for programming. Vehicles are sold with two transmitters. However, customers have the option to purchase additional transmitters. Ensure that customers understand that all of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at one time in order to function properly. Program the transmitters that the customer provides to you using a scan tool. Inform the customer that all of the remaining transmitters will not function properly until they are programmed. Customers must program all of their transmitters, including the transmitters programmed at your dealership, at one time, using the driver information center (DIC) programming method. Inform customers to locate and program their transmitters using the procedure provided. This procedure is also published in the owner manual. Page 11792 Page 4209 4. Remove the engine oil pressure sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil pressure sensor. Tighten the sensor to 16 Nm (12 ft. lbs.). Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Electrical Symbols Page 4640 Page 10307 For vehicles repaired under warranty, use the table. Disclaimer Page 4506 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 10099 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 5102 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7193 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 6024 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 3292 26. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm (35 lb-ft). 27. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb-ft). 28. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb-ft.). Page 3061 Spark Plug: Specifications Spark Plug Torque Spark Plug Torque ............................................................................................................................... ...................................................... 15 Nm (11 lb. ft.) Page 2799 Page 4380 Disclaimer Page 3632 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 10409 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 4909 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4639 Page 5159 Note All pictures must be sent as a.jpg file. 27. E-mail a copy of the screenshot to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 28. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 29. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Warranty Information - The Dealership Service Management must be involved in any situation that would justify the use of labor operation Z1111. - Notify the Fixed Operations Manager (FOM) (Warranty Manager (WM) in Canada) of the situation. - All claims will have to be routed to the FOM (WM in Canada) for approval. - Please refer to Corporate Bulletin Number 09-00-89-016, Labor Operation Z1111 - Suspected Tampering or Vehicle Modifications for important information. For vehicles repaired under warranty, use the table. Disclaimer Page 10044 Page 7590 Battery Current Sensor: Service and Repair BATTERY CURRENT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 2. Remove the positive and negative battery cable. 3. Cut the tie straps and electrical tape attaching the battery current sensor to the positive battery cable. 4. Squeeze the positive and negative battery cable branches together. 5. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE Page 5591 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1942 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: General Information Vehicle Lifting: Service and Repair General Information LIFTING AND JACKING THE VEHICLE CAUTION: - To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. - To avoid any vehicle damage, serious personal injury or death, always use the jackstands to support the vehicle when lifting the vehicle with a jack. NOTE: Perform the following steps before beginning any vehicle lifting or jacking procedure: - Remove or secure all of the vehicle's contents in order to avoid any shifting or any movement that may occur during the vehicle lifting or jacking procedure. - The lifting equipment or the jacking equipment weight rating must meet or exceed the weight of the vehicle and any vehicle contents. - The lifting equipment or the jacking equipment must meet the operational standards of the lifting equipment or jacking equipment's manufacturer. - Perform the vehicle lifting or jacking procedure on a clean, hard, dry, level surface. - Perform the vehicle lifting or jacking procedure only at the identified lift points. DO NOT allow the lifting equipment or jacking equipment to contact any other vehicle components. Failure to perform the previous steps could result in damage to the lifting equipment or the jacking equipment, the vehicle, and/or the vehicle's contents. Page 726 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2717 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 1288 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2384 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 6228 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 1696 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6214 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 4459 1. Position the coolant crossover pipe to the cylinder heads. Notice: Refer to Fastener Notice. 2. Install the coolant crossover pipe bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 3. Install the thermal bypass hose to the crossover pipe. 4. Position the thermal bypass hose clamp at the crossover pipe. Page 646 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1159 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 10027 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 2-3 shift solenoid electrical connector. 3. Remove the 2-3 shift solenoid retaining clip (314C). 4. Remove the 2-3 shift solenoid (315B) and the O-ring (316). Installation Procedure 1. Install the O-ring (316) and the 2-3 shift solenoid (315B). 2. Install the 2-3 shift solenoid retaining clip (314C). 3. Connect the 2-3 shift solenoid electrical connector. 4. Install the case side cover. Page 6907 Data Link Connector: Description and Operation Data Link Communications DATA LINK COMMUNICATIONS DESCRIPTION AND OPERATION CIRCUIT DESCRIPTION The communication among control modules is performed through the High speed GMLAN serial data circuits and the Low speed GMLAN serial data circuit. The modules that need real time communication are attached to the High speed GMLAN network. The body control module (BCM) is the gateway between the high and low speed networks. Refer to Body Control System Description and Operation for more information about the gateway. Signal supervision is the process of determining whether an expected signal is being received or not. Some messages are sent on a periodic basis and are interpreted as a heartbeat of a device. If such a signal is lost, the signal supervision part of the software will set a no communication DTC (U code) against the missing device. This code is mapped on the Tech 2 screen as a code against the physical device. A lost communication DTC typically is set in modules other than the module with a communication failure. GMLAN HIGH SPEED CIRCUIT DESCRIPTION The data link connector (DLC) allows a scan tool to communicate with the high speed GMLAN serial data circuit. The serial data is transmitted on two twisted wires that allow speed up to 500 Kb/s. The twisted pair is terminated with two 120 ohms resistors, one is internal to the engine control module (ECM) and the other is after the vehicle communication interface module (VCIM). The VCIM is considered a DLC termination point of the link although it does not contain the resistor and can be used as a diagnostic point. The high speed GMLAN is a differential bus. The high speed GMLAN serial data bus (+) and high speed GMLAN serial data (-) are driven to opposite extremes from a rest or idle level. The idle level, which is approximately 2.5 volts, is considered recessive transmitted data and is interpreted as a logic 1. Driving the lines to their extremes, adds one volt to the high speed GMLAN serial data bus (+) and subtracts one volt from the high speed GMLAN serial data bus (-) wire. GMLAN LOW SPEED CIRCUIT DESCRIPTION The data link connector (DLC) allows a scan tool to communicate with the low speed GMLAN serial data circuit. The serial data is transmitted over a single wire to the appropriate control modules. Under normal vehicle operating conditions, the speed of the buss is 33.33 Kb/s. This protocol produces a simple pulse train sent out over the GMLAN low speed serial data bus. When a module pulls the buss high, 5 volts, this creates a logic state of 0 on the buss. When the buss is pulled low, 0 volts, it is translated as a logic state of 1. To wake the control modules connected to the GMLAN low speed serial data buss, a high voltage wake up pulse is sent out over the buss, the voltage level of the pulse is +10 volts. Modules connected to the GMLAN low speed buss can be part of a virtual network as described in GMLAN High Speed Circuit Description above. The modules on the GMLAN low speed serial data buss are connected to the buss using SP 205 as the common connection sometimes called a star connector. Refer to Data Link Connector (DLC) Schematics for specific schematics information. DATA LINK CONNECTOR (DLC) The data link connector (DLC) is a standardized 16-cavity connector. Connector design and location is dictated by an industry wide standard, and is required to provide the following: Pin 1 GMLAN low speed communications terminal - Pin 4 Scan tool power ground terminal - Pin 5 Common signal ground terminal - Pin 6 High speed GMLAN serial data bus (+) terminal - Pin 14 High speed GMLAN serial data bus (-) terminal - Pin 16 Scan tool power, battery positive voltage terminal SERIAL DATA REFERENCE The scan tool communicates over the various busses on the vehicle. When a scan tool is installed on a vehicle, the scan tool will try to communicate with every module that could be optioned into the vehicle. If an option is not installed on the vehicle, the scan tool will display No Comm for that options specific control module. In order to avert misdiagnoses of No Communication with a specific module, refer to Data Link References for a list of modules, the busses they communicate with, and the RPO codes for a specific module. Page 3596 Page 8701 Page 7960 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Page 12296 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Cooling System, A/C - Aluminum Heater Cores/Radiators Heater Core: Technical Service Bulletins Cooling System, A/C - Aluminum Heater Cores/Radiators INFORMATION Bulletin No.: 05-06-02-001A Date: July 16, 2008 Subject: Information On Aluminum Heater Core and/or Radiator Replacement Models: 2005 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2005 HUMMER H2 Supercede: This bulletin is being revised to update the Warranty Information. Please discard Corporate Bulletin Number 05-06-02-001 (Section 06 - Engine/Propulsion System). Important: 2004-05 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX-COOL(R). Refer to the flushing procedure explained later in this bulletin. The following information should be utilized when servicing aluminum heater core and/or radiators on repeat visits. A replacement may be necessary because erosion, corrosion, or insufficient inhibitor levels may cause damage to the heater core, radiator or water pump. A coolant check should be performed whenever a heater core, radiator, or water pump is replaced. The following procedures/ inspections should be done to verify proper coolant effectiveness. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if the radiator cap or surge tank cap is removed while the engine and radiator are still hot. Important: If the vehicle's coolant is low, drained out, or the customer has repeatedly added coolant or water to the system, then the system should be completely flushed using the procedure explained later in this bulletin. Technician Diagnosis ^ Verify coolant concentration. A 50% coolant/water solution ensures proper freeze and corrosion protection. Inhibitor levels cannot be easily measured in the field, but can be indirectly done by the measurement of coolant concentration. This must be done by using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale), or equivalent, coolant tester. The Refractometer uses a minimal amount of coolant that can be taken from the coolant recovery reservoir, radiator or the engine block. Inexpensive gravity float testers (floating balls) will not completely analyze the coolant concentration fully and should not be used. The concentration levels should be between 50% and 65% coolant concentrate. This mixture will have a freeze point protection of -34 degrees Fahrenheit (-37 degrees Celsius). If the concentration is below 50%, the cooling system must be flushed. ^ Inspect the coolant flow restrictor if the vehicle is equipped with one. Refer to Service Information (SI) and/or the appropriate Service Manual for component location and condition for operation. ^ Verify that no electrolysis is present in the cooling system. This electrolysis test can be performed before or after the system has been repaired. Use a digital voltmeter set to 12 volts. Attach one test lead to the negative battery post and insert the other test lead into the radiator coolant, making sure the lead does not touch the filler neck or core. Any voltage reading over 0.3 volts indicates that stray current is finding its way into the coolant. Electrolysis is often an intermittent condition that occurs when a device or accessory that is mounted to the radiator is energized. This type of current could be caused from a poorly grounded cooling fan or some other accessory and can be verified by watching the volt meter and turning on and off various accessories or engage the starter motor. Before using one of the following flush procedures, the coolant recovery reservoir must be removed, drained, cleaned and reinstalled before refilling the system. Notice: ^ Using coolant other than DEX‐COOL(R) may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50,000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX‐COOL(R) (silicate free) coolant in your vehicle. ^ If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. Brake Pedal Position Sensor Calibration Pedal Positioning Sensor: Service and Repair Brake Pedal Position Sensor Calibration BRAKE PEDAL POSITION SENSOR CALIBRATION CALIBRATION CRITERIA The brake pedal position sensor (BPPS) receives a low reference signal and a 10-volt reference signal from the body control module (BCM). Whenever the brake pedal is applied, the brake pedal position sensor applies a variable voltage signal to the BCM through the stop lamp switch signal circuit. Brake pedal position sensor calibration must be performed after the brake pedal position sensor or BCM have been serviced. The calibration procedure will set brake pedal position sensor home value. This value is used by the BCM to determine the action of the driver applying the brake system and to provide this information to the vehicle subsystems via the class 2 communication bus. CALIBRATION PROCEDURE IMPORTANT: If the master brake cylinder has been replaced, verify that the correct pushrod is installed before attempting to calibrate the brake pedal position sensor. 1. Turn ON the ignition, with the engine OFF. 2. Install a scan tool, select the proper vehicle and options. 3. Navigate to the BCM menu. 4. Select Special Functions menu item. 5. Select the BPPS sensor calibration procedure and follow the directions displayed on the screen. Page 13216 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1755 I/P Components Page 9828 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 9114 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 8957 Page 708 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 6344 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS DIAGNOSTIC FAULT INFORMATION Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle CIRCUIT/SYSTEM DESCRIPTION The control module enables the fuel pump relay when the ignition switch is turned ON. The control module will disable the fuel pump relay within 2 seconds unless the control module detects ignition reference pulses. The control module continues to enable the fuel pump relay as long as ignition reference pulses are detected. The control module disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions. The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter, contained in the fuel sender assembly, and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. CIRCUIT/SYSTEM VERIFICATION IMPORTANT: Inspect the fuel system for damage or external leaks before proceeding. - Verify that adequate fuel is in the fuel tank before proceeding. 1. Turn ON the ignition, with the engine OFF. 2. Command the fuel pump relay ON with a scan tool. - If the fuel pump does not operate, refer to Fuel Pump Electrical Circuit Diagnosis. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 3. Turn OFF the ignition. 4. Turn OFF all accessories. 5. Install a J 34730-1A. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. IMPORTANT: The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. - DO NOT start the engine. 8. Observe the J 34730-1A with the fuel pump commanded ON. The fuel pressure should be 345-414 kPa (50-60 psi). - If the fuel pressure is less than 345 kPa (50 psi), inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. - If the fuel pressure is more than 414 kPa (60 psi), replace the fuel sender assembly. 9. Monitor the J 34730-1A for 1 minute. The fuel pressure should not decrease more than 34 kPa (5 psi). - If the fuel pressure decreases more than 34 kPa (5 psi), continue with Circuit/System Testing. IMPORTANT: The fuel pressure may vary slightly when the fuel pump stops operating. After the fuel pump stops operating, the fuel pressure should stabilize and remain constant. 10. Relieve the fuel pressure to 69 kPa (10 psi). 11. Monitor the J 34730-1A for 5 minutes. The fuel pressure should not decrease more than 14 kPa (2 psi). - If the fuel pressure decreases more than 14 kPa (2 psi), replace the fuel sender assembly. 12. Remove the J 34730-1A. 13. Operate the vehicle within the conditions to reproduce the original symptoms. 14. Monitor the O2 and the Fuel Trim parameters with a scan tool. - If the scan tool parameters indicate a lean condition, inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. Page 3195 For vehicles repaired under warranty, use the table. Disclaimer Page 3199 Heater Hose: Service and Repair Heater Pipes Replacement HEATER PIPES REPLACEMENT Page 5705 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5896 Page 4066 8. Remove the left engine mount strut bracket. 9. Reposition the heater inlet and outlet hose/pipe clamps at the engine inlet and outer pipes. 10. Remove the heater inlet and outlet hose/pipe clip nuts at the throttle body. 11. Remove the heater inlet and outer hoses/pipes from the engine inlet and outlet pipes. 12. Remove the clips from the throttle body studs. Reposition the hose/pipe assembly. 13. Remove the front heater outlet hose from the outlet heater pipe. 14. Remove the heater inlet and outlet pipe bolt and stud. 15. Remove the heater inlet and outlet pipe from the vehicle. Page 8099 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 12616 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 7376 Body Control Module (BCM) C7 Page 112 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 4399 Spark Plug: Application and ID SPARK PLUG TYPE GM P/N ................................................................................................................................................ .............................................................. 12591131 AC Delco P/N ...................................................................................................................................... ................................................................... 41-100 Page 4238 22. Remove the throttle body bolts and nuts. 23. Remove the throttle body and gasket. 24. Remove the EVAP canister purge solenoid valve bolt. 25. Remove the EVAP canister purge solenoid valve. Page 9615 Page 7688 Campaign - Power Steering Hose Leak Technical Service Bulletin # 09132C Date: 110303 Campaign - Power Steering Hose Leak CUSTOMER SATISFACTION Bulletin No.: 09132C Date: March 03, 2011 Subject: 09132C - Power Steering Hose Leak Models: 2006 Chevrolet Impala, Monte Carlo (V6 & V8 Engine) 2005-2006 Pontiac Grand Prix (V8 Engine) Supercede: The expiration date of this bulletin is being extended to February 28, 2013. Discard all copies of bulletin 09132B, issued March 2010. *****THIS PROGRAM IS IN EFFECT UNTIL FEBRUARY 28, 2013.***** Condition Certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine may have a condition in which the power steering cooler line may leak or split. When these vehicles are started in cold weather, the pressure on the hose is substantially higher than in warmer weather and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, or replace a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Involved are certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine, and built within these VIN breakpoints: Important Dealers are to confirm vehicle eligibility prior to beginning repairs by using Investigate Vehicle History. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers through the GM GlobalConnect Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts required to complete this program are to be obtained from General Motors Customer Care and Aftersales. Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Page 11720 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 831 Disclaimer Page 9486 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Service and Repair Valve Spring: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement Tools Required ^ J22794 Spark Plug Port Adapter ^ J38606 Valve Spring Compressor Removal Procedure Important: ^ Before removing the valve locks, rotate the engine so that the piston in the cylinder you are working on is at top dead center (TDC). This will eliminate the possibility of the valve accidentally falling inside the cylinder. ^ Loosen the spark plug, and clean any dirt and/or debris from the spark plug recess area before removing. 1. Remove the spark plug. 2. Remove the rocker arm. 3. Install the J22794 into the spark plug port. Apply compressed air in order to hold the valves in place. 4. Install the J38606 onto the valve spring. 5. Compress the valve spring using the J38606. Service and Repair Shifter A/T: Service and Repair Shift Lever Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Slide the shift lever seal (2) up the shift lever (4). 3. If necessary, remove the steering column trim covers. Refer to Steering Column Trim Covers Replacement. 4. Disconnect the shift lever connector at the base of the column. 5. Remove the shift lever screw (3) from the shift lever assembly (4). 6. Remove the shift lever and seal from the linear shift assembly. 7. Important: The shift lever seal must be removed by sliding the shift lever seal towards the narrow section of the shift lever. Remove the shift lever seal (2) from the shift lever (4). Installation Procedure 1. Important: The shift lever seal must be installed to the narrow end of the shift lever. Install the shift lever seal (2) onto the shift lever assembly (4). 2. Install the shift lever assembly (4) to linear shift assembly. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the shift lever screw (3) into the shift lever assembly (4). Tighten the screw to 20 Nm (15 ft. lbs.). 4. Slide the shift lever seal (2) down the shift lever assembly (4). 5. Align the shift lever seal into the steering column trim covers. 6. If necessary, install the steering column trim covers. 7. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 6034 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Service and Repair Oil Level Sensor: Service and Repair Engine Oil Level Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan drain plug. 3. Drain the crankcase. 4. Reinstall the oil pan drain plug. 5. Disconnect the engine oil level sensor electrical connector. Page 10244 12. Ensure that no gap is present between the cap and the fitting. 13. Ensure that the yellow identification band on the tube is hidden within the quick connect fitting. 14. A hidden yellow identification band indicates proper joint seating. 15. Fill the transmission to the proper level with DEXRON III transmission fluid. Refer to Transmission Fluid Checking Procedure. Page 11681 Disclaimer Locations Brake Fluid Level Sensor/Switch: Locations ABS Component Views LF of the Engine Compartment 1 - Mass Air Flow (MAF) / Intake Air Temperature (IAT) Sensor 2 - Brake Fluid Level Switch 3 Windshield Wiper Motor 4 - Electronic Brake Control Module (EBCM) 5 - A/C Refrigerant Pressure Sensor 6 - Transmission Control Module (TCM) 7 - Engine Control Module (ECM) 8 - G101 9 Inflatable Restraint Front end Sensor - Left Page 2613 Arrows and Symbols ARROWS AND SYMBOLS Page 4837 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12749 10. Remove the connector position assurance (CPA) from the RF/passenger side impact module connector (1) located under the front of passenger seat. 11. Disconnect the RF side impact module connector (1) from the vehicle harness connector. 12. Remove the right/passenger outer trim cover from the instrument panel (I/P) (3). 13. Remove the CPA from the I/P module connector (1). 14. Disconnect the I/P module connector (1) from the vehicle harness connector (2). 15. Remove the lower center pillar trim. 16. Remove the CPA (3) from the seat belt retractor pretensioner - RF connector (2). 17. Disconnect the seat belt retractor pretensioner - RF connector (2) from the vehicle harness connector (1). Page 1372 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5710 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6336 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Page 1678 Page 5702 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9885 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 6084 Fluid Filler Tube Replacement Seals and Gaskets: Service and Repair Fluid Filler Tube Replacement Fluid Filler Tube Replacement Removal Procedure 1. Remove the transaxle oil level indicator. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the catalytic converter from the exhaust manifold. 4. Remove the fluid filler tube bracket bolt. 5. Remove the fluid filler tube. Installation Procedure 1. Important: Do NOT place the fluid filler tube seal on the fluid filler tube when installing the tube or damage to the seal will result. Install the fluid filler tube seal in the transaxle. 2. Position the fluid filler tube. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the fluid filler tube bracket bolt. Tighten the bolt to 13 Nm (115 inch lbs.). 4. Install the catalytic converter. 5. Lower the vehicle. 6. Notice: Refer to Do Not Overfill the Transmission Notice in Service Precautions. Check and fill the transaxle as necessary. 7. Install the transaxle oil level indicator. 8. Inspect for fluid leaks. Page 1147 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8837 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7545 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 5876 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9460 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6542 For vehicles repaired under warranty, use the table. Disclaimer Page 5672 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Campaign - Keyless Entry Transmitter/Module Programming Technical Service Bulletin # 07007C Date: 070215 Campaign - Keyless Entry Transmitter/Module Programming Subject: Service Update for Inventory and Customer Vehicles-Remote Keyless Entry (RKE) Inoperative and Battery Rundown - Expires with Base Warranty # 07007C - (02/15/2007) Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2006-2007 Chevrolet Impala, Monte Carlo 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe 2007 GMC Yukon, Yukon XL 2007 Pontiac Torrent THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED TO ADDRESS VEHICLES WITHOUT A DRIVER INFORMATION CENTER (DIC) AND POWER DOOR LOCKS/WINDOWS, AND A CONDITION WHERE THE ODOMETER DISPLAYS METRIC UNITS INSTEAD OF ENGLISH UNITS. DISCARD ALL COPIES OF BULLETIN 07007AB ISSUED FEBRUARY 2007. TECHNICIAN MAY EXPERIENCE SLOW PERFORMANCE USING THE TIS2 WEB APPLICATION WHEN REPROGRAMMING THE VEHICLE TO CORRECT THE CONDITION TECHNICIANS MAY NOTICE THE SLOWER APPLICATION PERFORMANCE FROM MID-MORNING UNTIL LATE AFTERNOON TO ASSIST IN IMPROVING PERFORMANCE AND REDUCE PROGRAMMING TIME IT IS RECOMMENDED TO COMPLETE THE BULLETIN PROCEDURE ON CUSTOMER VEHICLES FIRST. VEHICLES IN INVENTORY SHOULD BE PROGRAMMED USING OFF PEAK HOURS IF SLOW PERFORMANCE IS EXPERIENCED. This bulletin provides a service procedure for reprogramming the remote control door lock receiver (RCDLR) and the remote keyless entry transmitter (FOB) on certain 2006-2007 Buick Lucerne; 2006-2007 Cadillac DTS; 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX; 2006-2007 Chevrolet Impala, Monte Carlo; 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe; 2007 GMC Yukon, Yukon XL; and 2007 Pontiac Torrent vehicles. On these vehicles, the RKE may become inoperative. Also, for the 2007 Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL vehicles (GMT900 Utility) only, this bulletin provides a service procedure for reprogramming the body control module (BCM). On these vehicles, and under certain conditions such as operating the radio with the engine off the battery can become discharged, preventing engine start-up. This service procedure should be completed as soon as possible on involved vehicles currently in dealer inventory and customer vehicles that return to the dealer for any type of service during the New Vehicle Limited Warranty coverage period. Page 5862 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 6014 Page 2862 Inflatable Restraint Side Impact Sensor (SIS) - Right Inflatable Restraint Side Impact Sensor (SIS) - Right (With RPO Code AY1) Page 1259 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 6993 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 3064 - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion - Reduced ignition system voltage output Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 12628 26. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm (35 lb-ft). 27. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb-ft). 28. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb-ft.). Page 7827 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 7267 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Page 7582 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5812 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 12624 Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through October 31, 2007. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through October 31, 2007, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure V6 Engine Important: The location of the leak (1) is shown above. The power steering cover hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. 5. Slide the new clamps onto the new power steering hose. 6. Install the new power steering hose. 7. Position the power steering hose clamps. Tighten Page 8547 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 642 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3068 4. Install the left side spark plug wires to the spark plugs, if required. 5. Install the intake manifold cover, if required. 6. Install the air cleaner outlet duct, if required. Page 10963 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6572 Page 9915 Page 1373 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7692 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2640 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Ignition Lock Cylinder Replacement Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Replacement Ignition Lock Cylinder Replacement Page 3222 13. Remove the right side engine mount bracket bolts. 14. Remove the right side engine mount and bracket from the vehicle. 15. Disconnect the power steering cooler pipe/hose from the gear. 16. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 17. Disconnect the power steering cooler pipe/hose from the return line. 18. Remove the power steering cooler pipe/hose assembly from the vehicle. 19. Install the power steering cooler pipe/hose assembly to the vehicle with the new cooler installed over the front of the cradle as shown. 20. Connect the power steering cooler pipe/hose to the return line and install the clamp. 21. Connect the power steering cooler pipe/hose to the gear. Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 22. Remove the clip and replace with glued isolator (1). Isolator is smaller than what picture shows. Page 6260 Page 9345 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 11594 Page 9971 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8727 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 8485 Page 6192 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 3207 Hose/Line HVAC: Service and Repair Compressor Hose Assembly Replacement COMPRESSOR HOSE ASSEMBLY REPLACEMENT Page 2895 7. Remove the park lock cable assembly (1) from the ignition lock cylinder case in the following way: 1 Use a small blade to push against the locking tab on the end of the park lock cable assembly (1). 2 Disconnect the park lock cable assembly (1) from the ignition lock cylinder case. 8. Remove the 3 TORX screws (2) from the ignition lock cylinder case (1). 9. Remove the ignition lock cylinder case (1) from the steering column tilt head assembly. Installation Procedure 1. Align the ignition lock cylinder case (1) with the steering column tilt head assembly. 2. Notice: Refer to Fastener Notice in Service Precautions. Screw the 3 TORX screws (2) into the ignition lock cylinder case (1). Tighten the 3 TORX screws to 7 Nm (62 inch lbs.). Page 11601 Page 9186 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5038 For vehicles repaired under warranty, use the table. Disclaimer Page 5830 Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 5756 Page 3336 Page 2670 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Page 270 Page 2734 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 690 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8535 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8860 5. Remove the heater inlet and outlet pipe clip nuts from the throttle body studs. 6. Reposition the heater inlet and outlet hose clamps at the engine pipes. 7. Reposition the heater inlet and outlet hose/pipe. 8. Remove the throttle body bolts/nuts. 9. Remove the throttle body. 10. Remove and discard the throttle body gasket. INSTALLATION PROCEDURE IMPORTANT: DO NOT reuse the throttle body gasket. Install a NEW gasket during assembly. Page 9911 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 12614 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Page 12641 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Page 3414 Power Steering Fluid: Fluid Type Specifications POWER STEERING SYSTEM GM Power Steering Fluid GM P/N 89021184 (Canadian P/N 89021186) or equivalent. Page 5477 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Ignition Lock Cylinder Replacement Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Replacement Ignition Lock Cylinder Replacement Page 11245 13. Inspect the caliper bracket bolt boots on the caliper bracket for the following conditions: ^ Cuts ^ Tears ^ Deterioration Replace any damaged caliper bracket bolt boots. 14. Inspect the caliper bolts (2) for corrosion or damage. If corrosion is found, use new caliper bolts, including bushings, when installing caliper. Installation Procedure 1. Install the caliper (3) over the rotor (4) and the caliper bracket (1). Ensure that the bushings are in place. 2. Lubricate the caliper bolts (1 and 3). Use silicone grease. Do not lubricate the threads. 3. Lubricate the 2 bolt boots (13 and 4) in the caliper bracket (12). Use silicone grease. 4. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bolts (1 and 3). Ensure that the bolt boots fit securely in the groove of the caliper bolts. Be sure not to pinch or tear the boots. If the boots are damaged, they must be replaced. Tighten the bolts to 44 Nm (32 ft. lbs.). Page 11231 6. Important: Do not use abrasives to clean the brake caliper piston. Clean the brake caliper piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 7. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered air. 8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust, and/or excessive corrosion. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 11. Inspect the caliper piston for cracks, scoring, and/or damage to the chrome plating. Replace the caliper piston if any of these conditions exist. Installation Procedure 1. Lubricate the new piston seal (4) with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Apply a thin coat of Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667) or equivalent, DOT-3 brake fluid from a clean, sealed brake fluid container onto the outer surface area of the caliper piston (3). 4. Install the bottom half of the caliper piston (2) into the caliper bore. 5. Install the new piston dust boot seal (1) over the caliper piston (2). 6. Compress the caliper piston (2) to the bottom of the caliper bore. 7. Fully seat the piston dust boot seal (1) into caliper counterbore. 8. Install the retaining ring that secures the dust boot to the caliper housing. 9. Install the bleeder valve and cap to the caliper and tighten the valve securely. 10. Install the rear brake caliper to the vehicle. Page 8627 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. OnStar(R) - No Power/Inoperative/No LED Emergency Contact Module: Customer Interest OnStar(R) - No Power/Inoperative/No LED TECHNICAL Bulletin No.: 05-08-46-001D Date: May 02, 2008 Subject: OnStar(R) Generation 5 or 6 (Digital) System Inoperative/Has No Power, LED Light Not On (Remove/Reinstall OnStar(R) Fuse and Replace VCIM or Follow SI Diagnostics) Models Supercede: This bulletin is being revised to update the information on VCIM ordering instructions in step 3 of the Correction statement. Please discard Corporate Bulletin Number 05-08-46-001C (Section 08 - Body & Accessories). Condition Some customers may comment any or all of the following conditions: ^ The OnStar(R) system may be inoperative. ^ The OnStar(R) system may have no power. ^ The OnStar(R) LED light may not be on. The technician may also not be able to communicate with the OnStar(R) Vehicle Communication Interface Module (VCIM) with a Tech 2(R). Correction Notice: On 2006 Chevrolet Impala and Monte Carlo models, make sure the ignition is OFF and the vehicle has "RAP"ed out prior to removing the OnStar(R) fuse. Disconnecting power to the OnStar(R) module while the ignition is ON may discharge and permanently damage the OnStar(R) back-up battery. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: Customer Interest OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 10827 4. Adjust the automatic shift lock control actuator. 1 Pull out the tab (1) on the adjuster block side (2) of the actuator. 2 Press on the adjuster block (2) in order to compress the internal adjuster spring and disengage the adjuster teeth. Slide the adjuster block as far away from the actuator as possible. 3 Lock in place by pushing in on the tab (1). 5. Inspect the actuator. ^ The actuator must lock the shift lever clevis when you place the clevis in the park position. ^ If you can move the shift lever without pressing on the brake pedal, readjust the actuator. 6. Install the knee bolster bracket. Diagrams Global Positioning System Module: Diagrams Vehicle Communication Interface Module (VCIM) C1 Page 9495 - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion - Reduced ignition system voltage output Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 11459 Page 2023 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7572 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1184 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10439 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8428 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Specifications Shift Solenoid Valve State and Gear Ratio Page 13226 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 13239 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12653 5. Measure 25 mm (1 in) from both ends of new power steering hose. 6. Mark the new power steering hose measurements with a white or yellow marker as shown in illustration. 7. Apply GM Super Lube(R), P/N 12346241, or equivalent to the inside ends of the new power steering hose. 8. Slide the new clamps onto the new power steering hose. 9. Install the new power steering hose. 10. Position the power steering hose clamps between the white or yellow measurement lines created in Step 6 and the end of the new hose. Ensure the clamp is NOT placed over the hard line flare. 11. Tighten the clamps until the torque cap breaks off of the clamp. 12. Clean the fluid from the underbody of the vehicle. 13. Lower the vehicle. 14. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to the Checking and Adding Power Steering Fluid procedure in SI. V8 Engine Note The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. Page 9146 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9540 Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 11583 Page 9199 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3711 4. Press the set/reset button to allow the system to learn the tire positions. The horn will sound twice to indicate the receiver is ready, and the "TIRE LEARNING ACTIVE" message will display. The TPMS system is ready for the sensor matching process to begin. 5. Start with the driver's side front tire. 6. Remove the valve cap from the tire's valve stem. Activate the TPMS sensor by increasing or decreasing the tire's air pressure for five seconds, or until a horn chirp sounds. The horn chirp, which may take up to 30 seconds to sound, confirms that the sensor identification code has been matched to the tire/wheel position. To decrease the tire's air-pressure use the pointed end of the valve cap, a pencil-style air pressure gage, or a key. 7. Proceed to the passenger's side front tire, and repeat the procedure in Step 6. 8. Proceed to the passenger's side rear tire, and repeat the procedure in Step 6. 9. Proceed to the driver's side rear tire, and repeat the procedure in Step 6. 10. After hearing the confirming horn chirp for the driver's side rear tire, the tire learning process ends. Turn the ignition switch to OFF. 11. Set all four tires to the recommended air pressure level as indicated on the tire and loading information label. 12. Put the valve caps back on the valve stems. Page 6668 Page 11464 Page 10926 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2704 Page 1408 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2434 Page 2438 Passenger Car Zoning PASSENGER CAR ZONING Page 7623 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 3748 Install the sensor nut and position the sensor body parallel to the inside wheel surface while torquing. Tighten the sensor nut to 7 Nm (62 inch lbs.). 5. Important: Before installing the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting: ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for outer bead. Install the tire on the wheel. 6. Install the tire/wheel assembly on the vehicle. 7. Lower the vehicle. Page 6948 Junction Block Replacement - Accessory Wiring Fuse Block: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 603 Page 10531 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 11180 4. Hold the rotor firmly in place against the hub/axle flange and install one of the J45101-100 (1), and one lug nut (2) onto the upper-most wheel stud. 5. Continue to hold the rotor secure and tighten the lug nut firmly by hand. 6. Install the remaining J45101-100 and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern. 7. Using the J39544-KIT, or equivalent, tighten the lug nuts in a star-pattern to specification, in order to properly secure the rotor. 8. If the brake rotor has been REFINISHED or REPLACED with a new rotor, proceed to step 14. 9. If the brake rotor meets the following criteria, proceed to step 10. ^ The rotor is within specifications and is being REUSED ^ The rotor has NOT been refinished ^ The rotor does NOT exhibit thickness variation exceeding the maximum allowable level Page 3460 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back carpet from the front lower right/passenger door pillar to expose the interior fuse center (1), refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. Page 6194 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 7646 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Brake Caliper Replacement - Front Brake Caliper: Service and Repair Brake Caliper Replacement - Front Brake Caliper Replacement - Front Page 6707 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9003 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 1073 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 1598 Page 8640 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2820 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8745 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 11504 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 1072 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 11825 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 13124 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 6277 Conversion - English/Metric (Part 1) Page 12404 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Page 9267 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 6061 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6055 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2118 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 8407 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 1951 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3517 Page 4074 16. Loosen the valve rocker arm cover bolts. 17. Important: When removing the valve rocker arm cover, ensure the gasket stays in place attached to the cylinder head. Remove the valve rocker arm cover. Bump the end of the cover with the palm of your hand or a soft rubber mallet if the cover adheres to the cylinder head. 18. Cut the room temperature vulcanizing (RTV) sealer in the channel where the intake, cylinder head and valve rocker arm cover meet with a suitable tool. 19. Remove the valve cover gasket. 20. Clean the sealing surface on the cylinder head with degreaser. Installation Procedure Important: All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (Canadian P/N 10953463) or equivalent, to clean the surfaces. 1. Install a NEW valve rocker arm cover gasket into the groove in the valve rocker arm cover. Ensure that the gasket is properly seated in the groove of the valve rocker arm cover. 2. Apply sealant GM P/N 12378521 (Canadian P/N 88901148) or equivalent, at the cylinder head to the surfaces where the cylinder head and intake manifold meet (1). Page 6330 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2523 Page 7848 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8292 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5768 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2453 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 2960 Transmission Temperature Sensor/Switch: Service and Repair Fluid Temperature Sensor Replacement Fluid Temperature Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the wiring harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor (391). Installation Procedure 1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with fluid temperature sensor (391). 3. Install the case side cover. OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 10018 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Service and Repair Parking Brake Pedal: Service and Repair Park Brake Pedal Assembly Replacement Tools Required ^ J 37043 Parking Brake Cable Release Tool Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Relieve the cable tension at the park brake equalizer. 3. Disconnect the front cable from the connector (2). 4. Lower the vehicle. 5. Remove the left side closeout/insulator panel. 6. Remove the left side front carpet retainers. 7. Disconnect the electrical connector at the park brake switch. 8. Remove the 3 park brake pedal assembly retraining nuts from the body mounting studs. Page 11642 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 11652 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Specifications Axle Nut: Specifications Wheel Drive Shaft Nut Tighten the front to .............................................................................................................................. ........................................... 190 Nm (140 ft. lbs.) Locations Shift Interlock Solenoid: Locations Automatic Transmission Shift Lock Control Component Views Steering Column Components Lower Steering Column Components 1 - A/T Shift Lock Control Actuator 2 - Steering Column Page 2836 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 3652 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10429 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2569 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5214 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9847 Page 100 Page 6568 Page 6749 Page 9864 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9815 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 7060 Page 7713 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 3554 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Locations Headliner Components - Top View Page 13146 Wheels: Service and Repair Aluminum Wheel Porosity Repair Aluminum Wheel Porosity Repair 1. Remove the tire and wheel. 2. Inflate the tire to the manufactures specified pressure as stated on the tire. 3. Submerge the tire/wheel into a water bath in order to locate the leak. 4. Inscribe a mark on the wheel in order to indicate the leak areas. 5. Inscribe a mark on the tire at the valve stem in order to Indicate the orientation of the tire to the wheel. 6. Remove the tire from the wheel. Important: Do not damage the exterior surface of the wheel. 7. Use number 80 grit sandpaper to scuff the inside of the rim surface at the leak area. 8. Use general purpose cleaner such as EMS, P/N 08984 or equivalent, to clean the leak area. 9. Apply 3 mm (0.12 in.) thick layer of adhesive/sealant, GM P/N 12378478 (Canadian P/N 88900041) or equivalent, to the leak area. 10. Allow for the adhesive/sealant to dry. 11. Align the inscribed mark on the tire with the valve stem on the wheel. 12. Install the tire to the wheel. 13. Inflate the tire to the manufactures specified pressure as stated on the tire. 14. Submerge the tire/wheel into a water bath in order ensure the leak is sealed. 15. Balance the tire and wheel. 16. Install the tire and wheel. 17. Lower the vehicle. Page 2365 Page 5750 Page 8927 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 11446 1. Slide the NEW battery current sensor (1) up onto the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive battery terminal prior to installation. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the positive battery cable. 3. Install the positive and negative battery cable. 4. Connect the I/P harness electrical connector (1) to the battery current sensor. Page 9532 Passenger Car Zoning PASSENGER CAR ZONING Page 8753 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5222 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 7542 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 520 engine OFF. 8. Turn off the Tech 2. 9. Turn on the Tech2. 10. Connect the Tech 2 to the vehicle and the TIS terminal. 11. On the TIS terminal go into SPS Programming. 12. Select Pass Thru programming. 13. Follow instruction on the TIS terminal. When you get to the Supported Controllers screen: 13.1. Scroll down in the top box and select RCDLR (Remote Control Door Lock Receiver). 13.2. In the lower box select Normal. 13.3. Select Next. Important: Some vehicles will require additional selections in the module field before you can proceed and the "Next" button is functional. 14. When the Calibration Screen displays, select calibration 25808841 for vehicles that are NOT equipped with the remote start feature or calibration 25808842 for vehicles that are equipped with the remote start feature. After selecting a calibration, select Next. 15. Follow the on-screen prompts until programming is completed. 16. When programming is complete: 16.1. Turn off Tech2. 16.2. Turn the ignition switch to the OFF position. 17. Wait 30 seconds~. 18. Turn the ignition switch to the ON position with engine OFF. 19. Turn on the Tech 2. 20. Build the vehicle using the Tech 2. 21. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. 22. Run the Copy and Paste TPM Information Procedure (F1: Step 2). 23. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 24. Verify that the four Pressure Sensor IDs match those that were recorded in Step 5. 25. Go into diagnostics and check for DTC codes. 26. Clear all codes. Programming Remote Keyless Entry Transmitters (Vehicles in Inventory) Important: All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed in a single programming sequence. Once the Invalidate All Fobs selection is made or the RCDLR module has been reprogrammed, all learned transmitters are erased. Up to 8 transmitters can be programmed. Do not operate or program the transmitters in the vicinity of other vehicles that are in the keyless entry program mode. This prevents the programming of the transmitters to the incorrect vehicle. Program remote keyless entry transmitters. 1. With a scan tool, access the Remote Control Door Lock Receiver Module Setup menu. Select Program Key Fobs. Page 1281 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 8481 Page 6490 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 5106 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 9570 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2386 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 6996 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 2846 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7652 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5573 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3260 * The amount identified in "Net Item" should represent the actual sum total of the current GMCC&A; Dealer net price for the 1/4 container of power steering fluid (V6) needed to perform the required repairs, not to exceed $1.40 USD, $1.26 CAD, plus applicable Mark-Up. ** The amount identified in "Net Item" should represent the dollar amount reimbursed to the customer. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter included with this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through February 28, 2013. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through February 28, 2013, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure V6 Engine Note The location of the leak (1) is shown above. The power steering cooler hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. Page 899 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7399 Engine Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 119 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6859 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10569 1. Install the torque converter covers. 2. Notice: Refer to Fastener Notice in Service Precautions. Install the torque converter cover bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 3. Lower the vehicle. Page 9211 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2906 Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor Centering Steering Wheel Position Sensor Centering Removal Procedure 1. Important: Identify the type of steering wheel position sensor from the illustrations shown BEFORE removing the sensor from the steering column. Once you have identified the steering wheel position sensor, follow the instructions listed in the removal procedure. Verify the type of steering wheel position sensor. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on the right. 3. Important: If reusing the existing sensor, you do not have to align the sensor before removal. Centering is not required when it is time to reinstall. Remove the connector from the sensor. 4. Remove the sensor (1) from the adapter and bearing assembly. 5. To install the sensor, proceed to step 1 in the installation information. 6. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (2) ^ A pin hole (1) for centering the pin. Note the location of the pin hole. ^ A flush rotor flange cuff (4) 7. Important: If reusing the existing sensor, you must make an alignment mark on the rotor flange cuff (3) before removing the sensor. Failure to do so will cause misalignment when installing the sensor. A new sensor will be required if misaligned. Make an alignment mark on the flush rotor flange cuff (3). 8. Remove the connector from the sensor. 9. Remove the sensor from the adapter and bearing assembly. 10. To install the sensor, proceed to step 5 in the installation procedure. Page 6272 Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 2258 Cooling System, A/C - Ticking Noise at Idle Coolant Line/Hose: Customer Interest Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 11729 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7445 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 6995 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6829 Page 12402 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Suspension - Shock Absorber/Strut Leakage Information Suspension Strut / Shock Absorber: Technical Service Bulletins Suspension - Shock Absorber/Strut Leakage Information INFORMATION Bulletin No.: 05-03-08-002C Date: October 16, 2009 Subject: Information on Replacement of Shock Absorbers and Struts Due to Fluid Leaks Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2010 model year and Inspection Procedures. Please discard Corporate Bulletin Number 05-03-08-002B (Section 03 - Suspension). This bulletin is intended to help identify the severity of shock absorber and strut fluid seepage. Improper diagnosis may lead to components being replaced that are within the manufacturer's specification. Shock absorbers and strut assemblies are fluid-filled components and will normally exhibit some seepage. Seepage is defined as oil film or dust accumulation on the exterior of the shock housing. Shock absorbers and struts are not to be replaced under warranty for seepage. Use the following information to determine if the condition is normal acceptable seepage or a defective component. Important Electronically controlled shock absorbers (MR) may have a tendency to attract dust to this oil film. Often this film and dust can be wiped off and will not return until similar mileage is accumulated again. Inspection Procedure Note The shock absorber or strut assembly DOES NOT have to be removed from the vehicle to perform the following inspection procedure. Use the following descriptions and graphics to determine the serviceability of the component. Shock Absorbers Do Not Replace shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom or top of the shock absorber and not originating from the shaft seal (the upper part of the lower shock tube). 2. Light film/residue on approximately 1/3 (a) or less of the lower shock tube (A) and originating from the shaft seal. Replace shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme wet film of oil covering more than 1/3 (b) of the lower shock tube and originating from the shaft seal. Coil-over Shock Absorber Page 1842 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 11188 Brake Rotor/Disc: Service and Repair Brake Rotor Replacement - Rear Brake Rotor Replacement - Rear Page 5145 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle before using the symptom tables in order to verify that all of the following are true: - There are no DTCs set. - The control modules can communicate via the serial data links. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections. See: Testing and Inspection/Component Tests and General Diagnostics Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Computers and Control Systems/Information Bus/Testing and Inspection/Scan Tool Does Not Power Up - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Computers and Control Systems/Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Computers and Control Systems/Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with Low Speed GMLAN Device - Power Mode Mismatch See: Starting and Charging/Testing and Inspection/Symptom Related Diagnostic Procedures/Power Mode Mismatch - Retained Accessory Power (RAP) Malfunction See: Retained Accessory Power (RAP) Malfunction Retained Accessory Power (RAP) Malfunction RETAINED ACCESSORY POWER (RAP) MALFUNCTION DIAGNOSTIC FAULT INFORMATION Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures CIRCUIT/SYSTEM DESCRIPTION The retained accessory power (RAP) relay is located in the instrument panel (I/P) fuse block. The relay control is from the BCM and the coil ground is from G302. The relay switched output feeds the RAP MISC fuse 10 A and the PWR/WINDW circuit breaker both within the I/P fuse block. The RAP MISC fuse supplies voltage to the shift lock control solenoid, inside rearview mirror, and if equipped the sunroof. DIAGNOSTIC AIDS A short to ground in the accessory voltage circuit should cause an open fuse or circuit breaker causing only part of the RAP functions to be inoperative. An open in the in the either accessory voltage circuit will cause inoperative conditions effecting only part of the RAP functions to be inoperative. A short to voltage on the relay control or relay output circuits would cause the RAP function to remain on past the designated time. An stuck relay switch could cause a RAP always on, or a RAP inoperative condition. CIRCUIT/SYSTEM VERIFICATION Ignition ON, command the RAP relay ON and OFF with a scan tool. The RAP relay should click with each command. If the relay clicks with each command, the control circuit is OK. Page 2825 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 10098 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 7749 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5401 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 12659 35. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb ft). 36. Connect both stabilizer shaft links to the shaft. Tighten Tighten the stabilizer link nuts to 60 Nm (44 lb ft). 37. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 38. Install the air deflector. 39. Clean power steering fluid from the underbody of the vehicle. 40. Remove the drain pan. 41. Lower the vehicle. 42. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid procedure in SI. Owner Letter Owner Letter Dear General Motors Customer: We have learned that your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo, may have a condition in which the power steering cooler line may leak or split. If this were to occur, you would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Your satisfaction with your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo is very important to us, so we are announcing a program to prevent this condition. What We Will Do: Your GM dealer will replace the power steering cooler line on your vehicle. This service will be performed for you at no charge until February 28, 2013. Page 10082 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5589 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5428 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7567 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 8518 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9917 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7083 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 12321 Fuse Block - Underhood - Top View Page 12422 1. Loosen the jam nuts at the rear wheel spindle rod. rear. Page 1269 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2143 Page 1079 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11726 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Locations Shift Interlock Solenoid: Locations Automatic Transmission Shift Lock Control Component Views Steering Column Components Lower Steering Column Components 1 - A/T Shift Lock Control Actuator 2 - Steering Column Page 7624 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Diagrams Engine Oil Level Switch Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch (TCC) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the torque converter clutch (TCC) solenoid electrical connector. 3. Remove the TCC solenoid retaining clip (314) 4. Remove the TCC solenoid (315). Installation Procedure 1. Install the TCC solenoid (315). 2. Install the TCC solenoid retaining clip (314). 3. Connect the TCC solenoid electrical connector. 4. Install the case side cover. Page 6587 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Wheel Speed Sensor Replacement - Front Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement - Front Wheel Speed Sensor Replacement - Front Removal Procedure 1. Important: The front wheel speed sensors and rings are integral with the hub and bearing assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing assembly. Do not service the harness pigtail individually because the harness pigtail is part of the sensor. Refer to Wheel Bearing/Hub Replacement - Front. Raise and support the vehicle on a suitable hoist. Refer to Lifting and Jacking the Vehicle. 2. Remove the front tire and wheel assembly. 3. Disconnect the front wheel speed sensor jumper harness electrical connector (1). 4. Remove the hub and bearing assembly (2). Installation Procedure Page 10853 Arrows and Symbols ARROWS AND SYMBOLS Page 9315 Page 4532 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 3646 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 3662 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Electrical - Battery Goes Dead Overnight Body Control Module: All Technical Service Bulletins Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Page 7400 LF Of The Engine Compartment Page 12225 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 10721 5. If equipped, install the spacer ring (2) into the groove of the halfshaft bar using J 8059. Page 10371 Page 1635 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Description and Operation Fuel Gauge Sender: Description and Operation FUEL SENDER ASSEMBLY The fuel sender assembly consists of the following major components: - The fuel tank pressure sensor (1) - NOT USED (2) - The fuel feed pipe (3) - The fill limit vent valve (4) - The vapor recirculation line (5) - The fuel level sensor (6) - The fuel pressure regulator (7) Page 2550 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. OnStar(R) - No Power/Inoperative/No LED Emergency Contact Module: All Technical Service Bulletins OnStar(R) - No Power/Inoperative/No LED TECHNICAL Bulletin No.: 05-08-46-001D Date: May 02, 2008 Subject: OnStar(R) Generation 5 or 6 (Digital) System Inoperative/Has No Power, LED Light Not On (Remove/Reinstall OnStar(R) Fuse and Replace VCIM or Follow SI Diagnostics) Models Supercede: This bulletin is being revised to update the information on VCIM ordering instructions in step 3 of the Correction statement. Please discard Corporate Bulletin Number 05-08-46-001C (Section 08 - Body & Accessories). Condition Some customers may comment any or all of the following conditions: ^ The OnStar(R) system may be inoperative. ^ The OnStar(R) system may have no power. ^ The OnStar(R) LED light may not be on. The technician may also not be able to communicate with the OnStar(R) Vehicle Communication Interface Module (VCIM) with a Tech 2(R). Correction Notice: On 2006 Chevrolet Impala and Monte Carlo models, make sure the ignition is OFF and the vehicle has "RAP"ed out prior to removing the OnStar(R) fuse. Disconnecting power to the OnStar(R) module while the ignition is ON may discharge and permanently damage the OnStar(R) back-up battery. Page 101 Page 12364 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 12556 Note - Two holes will be drilled for retro-fitting 2006 cradles with 2007 cooler pipe. - Technician will need to remove one clip from cooler pipe on top and replace with isolator and move the other to the front face of the cradle (and replace with isolator). - Technician will need to glue down the two isolators with Instant Adhesive-Gel, P/N 12345632 (US(, 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the vehicle to capture the power steering fluid when disconnecting the power steering return line. 3. Remove the air deflector. 4. Remove the power steering cooler pipe/hose from the retaining clips on the frame. 5. Disconnect both stabilizer shaft links from the shaft. 6. Remove the left side engine mount lower nuts from the frame. Page 2832 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5847 Conversion - English/Metric (Part 1) Page 7176 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 94 Page 3506 Page 6483 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 2091 Page 12480 4. Connect the rear wheel spindle rods to the knuckle. 5. Install the bearing/hub assembly. 6. Notice: Refer to Fastener Notice in Service Precautions. Tighten the strut to knuckle bolts (2) and nuts (1). Tighten bolts to 120 Nm (89 ft. lbs.). 7. Install the tire and wheel assembly. 8. Lower the vehicle. 9. Inspect the rear wheel alignment, adjust if necessary. Refer to Measuring Wheel Alignment. Page 7979 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 12915 Suspension Strut / Shock Absorber: Service and Repair Suspension Shock/Strut Disposal Suspension Shock/Strut Disposal Caution: Gas charged shock absorbers contain high pressure gas. Do not remove the snap ring from inside the top of the tube. If the snap ring is removed, the contents of the shock absorber will come out with extreme force which may result in personal injury. Caution: To prevent personal injury, wear safety glasses when centerpunching and drilling the shock absorber. Use care not to puncture the shock absorber tube with the centerpunch. 1. Make an indentation 10 mm (0.4 inch) from the bottom (4) of the tube (3) using a centerpunch. 2. Clamp the shock absorber in a vise horizontally with the shock absorber rod (1) completely extended. 3. Drill a hole in the shock absorber at the centerpunch (4) using a 5 mm (3/16 inch) drill bit. Gas or a gas/oil mixture will exhaust when the drill bit penetrates the shock absorber. Use shop towels in order to contain the escaping oil. 4. Make an indentation in the middle (2) of the tube (3) with a centerpunch. 5. Drill a second hole in the shock absorber at the centerpunch (2) using a 5 mm (3/16 inch) drill bit. Oil will exhaust when the drill bit penetrates the shock absorber. Use shop towels in order to contain the escaping oil. 6. Remove the shock absorber from the vise. Hold the shock absorber over a drain pan horizontally with the holes down. Move the rod (1) in and out of the tube (3) to completely drain the oil from the shock absorber. Page 9336 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 2474 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 197 Page 1098 Body Control Module (BCM) C5 Page 3431 Refrigerant Oil: Fluid Type Specifications REFRIGERANT OIL Polyalkylene glycol (PAG) Oil ................................................................................................................ GM P/N 12378526 (Canadian P/N 88900060) Diagrams Evaporative Emission (EVAP) Canister Purge Solenoid Valve Page 2725 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 234 Disclaimer Page 9769 Shift Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 13083 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 5572 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 812 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5948 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Front Suspension Stabilizer Link: Service and Repair Front Suspension Stabilizer Shaft Link Replacement Removal Procedure 1. Raise the vehicle and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the stabilizer shaft link bolt and nut. 4. Remove the stabilizer shaft link from the vehicle. Installation Procedure 1. Install the stabilizer link into the vehicle. 2. Notice: Refer to Fastener Notice. Install the stabilizer shaft link bolt and nut. Tighten the stabilizer shaft link nut to 23 Nm (17 ft. lbs.). 3. Install the tire and wheel assembly. 4. Lower the vehicle. Page 6156 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 9013 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 11959 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Application and ID Relay Box: Application and ID Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 2574 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1061 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Locations Starter Relay: Locations Location View Page 9492 Spark Plug: Specifications Spark Plug Torque Spark Plug Torque ............................................................................................................................... ...................................................... 15 Nm (11 lb. ft.) Page 5545 Page 9688 5. Disconnect the torque converter clutch pulse width modulation (TCC PWM) solenoid electrical connector. 6. Remove the TCC PWM solenoid retaining clip (314F). 7. Remove the TCC PWM solenoid (334). Installation Procedure 1. Install the TCC PWM solenoid (334). 2. Install the TCC PWM solenoid retaining clip (314F). 3. Connect the TCC PWM solenoid electrical connector. 4. Install the oil pump (200) to the valve body (300). Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 11438 21. If replacing the cable assembly, perform the following: 1. Cut the tie straps and electrical tape attaching the battery current sensor to the battery cable. 2. Squeeze the cable branches together. 3. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE 1. If the cable assembly was replaced, perform the following: 1. Slide the battery current sensor (1) onto the battery cable. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive cable terminal. Page 9906 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5837 Page 2112 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 12238 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 4584 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Specifications Shift Solenoid Valve State and Gear Ratio Page 416 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 3266 30. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb ft). 31. Remove the adjustable jackstand from under the frame. 32. Lower the transmission and remove the support. 33. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm(35 lb ft). 34. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb ft). Page 12941 Vehicle Lifting: Service and Repair Vehicle Jacking VEHICLE JACKING UNDER THE FRONT FRAME When lifting the front of the vehicle with a floor jack, place the floor jack lift pad at the center of the front frame. UNDER THE CENTER OF THE REAR SUSPENSION Lift the rear of the vehicle by placing the floor jack lift pad at the center of the rear suspension. SUPPORTING THE VEHICLE WITH JACKSTANDS IMPORTANT: Place jackstands ONLY under strong and stable vehicle structures. Page 2025 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9091 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8069 Page 13011 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. Page 2435 Page 6786 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 2764 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 6721 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 3677 Fuse Block - Underhood C4 (Part 1) Page 1337 Page 413 Important: Secure the wiring harness so that there is no risk of chafing or rattling. 6.1. Remove the passenger seat in accordance with WIS 8. Body - Seats Adjustment/Replacement. 6.2. Remove the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.3. Remove the right-hand C pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.4. Fold the rear seat backrest forward. 6.5. Remove the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.6. Remove the A-pillar's lower side piece. 6.7. Open the cover on the right-hand wiring harness channels. 6.8. Loosen the locking strip (A) on the 2-pin connector (H2-11) for the optic cable, located by the right-hand A-pillar. 6.9. Loosen the catch (B) and remove the optic cable that runs backward in the car. 6.10. Dismantle the end cap from the new optic cable (12 783 577) and connect it to the connector H2-11. Push in the optic cable and make sure the catch (B) locks and refit the locking strip (A). 6.11. Secure the connector and the old optic cable using the cable tie for the existing wiring harness (C). Page 6031 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Diagrams Steering Column Lock: Diagrams Steering Wheel and Column Connector End Views Ignition Lock Cylinder Control Actuator A/T Shift Lock Control Solenoid Ignition Lock Cylinder Control Actuator Page 8453 4. Install the retainer to the fuel feed quick-connect fitting. Page 838 Control Module HVAC: Locations Interior HVAC Components Page 6323 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 9820 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 4001 1. Coat the ends of the pushrods using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. 2. Install the pushrods. ^ The intake push rods measure 147.51 mm (5.81 inch). ^ The exhaust push rods measure 154.87 mm (6.1 inch). 3. Ensure that the pushrods seat in the lifter bore. 4. Coat the rocker arm friction surfaces using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. 5. Important: Shims (88894006) may be required under the valve rocker arm pedestals if reconditioning has been performed on the cylinder head or its components. Install the rocker arms. Notice: Refer to Fastener Notice. 6. Install the rocker arm bolts. Tighten the bolts to 34 Nm (25 ft. lbs.). 7. Install the valve rocker arm covers. Page 10699 3. Mount J 41048 in a vise and proceed as follows: 1 Position the inboard end (1) of the halfshaft assembly in tool J 41048. 2 Align the top of seal neck on the bottom die using the indicator. 3 Place the top half of the J 41048 on the lower half. 4 Before proceeding, ensure there are no pinch points on the halfshaft inboard seal. This could cause damage to the halfshaft inboard seal. 5 Insert the bolts (2). 6 Tighten the bolts by hand until snug. Page 2469 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 3011 2. Turn the adjusting nut to change the toe angle. 3. Adjust the toe to the proper setting. Refer to Wheel Alignment Specifications. 4. Notice: Refer to Fastener Notice. Tighten the jam nuts on the rear wheel spindle rod. rear. Tighten the rear wheel spindle rod end jam nuts to 70 Nm (52 ft. lbs.). Page 2312 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3937 Wheels: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Complete Torque Socket Set Removal Procedure Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs, or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the specified torque to avoid bending the wheel or rotor. Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. In order to avoid expensive brake repairs, evenly tighten the wheel nuts to the proper torque specification. Notice: Removing wheels can be difficult because of foreign material or a tight fit between the wheel center hole and the hub or rotor. Excessive force, such as hammering on the wheel or tire, can cause damage. Slightly tapping the tire side wall with a rubber mallet is acceptable. 1. Tighten all wheel nuts on the affected wheel. 2. Loosen each wheel nut 2 turns. 3. Rock the vehicle from side to side in order to loosen the wheel. If this does not loosen the wheel, rock the vehicle front to back applying quick hard jabs to the brake pedal to loosen the wheel. 4. Repeat this procedure if the wheel does not break free. 1. Raise the vehicle. Support the vehicle with suitable safety stands. Refer to Vehicle Lifting. 2. Remove the wheel nuts from the tire and wheel assembly. 3. Mark the location of the tire and wheel assembly to the hub assembly. 4. Remove the tire and wheel assembly from the vehicle. 5. Clean the wheel nuts, studs and the wheel and rotor mounting surfaces. Installation Procedure Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Line/Hose: Customer Interest Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 6616 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2664 Testing and Inspection Brake Caliper: Testing and Inspection Brake Caliper Inspection 1. Inspect the brake caliper housing (1) for cracks, excess wear, and/or damage. If any of these conditions are present, the brake caliper requires replacement. 2. Inspect the caliper piston dust boot seal (2) for cracks, tears, cuts, deterioration and/or improper seating in the caliper body. If any of these conditions are present, the brake caliper requires overhaul or replacement. 3. Inspect for brake fluid leakage around the caliper piston dust boot seal (2) and on the disc brake pads. If there is any evidence of brake fluid leakage, the brake caliper requires overhaul or replacement. 4. Inspect for smooth and complete travel of the caliper pistons into the caliper bores: The movement of the caliper pistons into the caliper bores should be smooth and even. If the caliper piston is frozen or difficult to bottom, the caliper requires overhaul or replacement. ^ For single piston caliper applications, insert a discarded inner brake pad (2) or block of wood in front of the piston. Using a large C-clamp (1) installed over the body of the caliper (3) and against the brake pad or block of wood, slowly bottom the piston in the bore. ^ For dual piston caliper applications, insert a discarded inner brake pad (2) or block of wood in front of the pistons. Using 2 large C-clamps (1) installed over the body of the caliper (3) and against the brake pad or block of wood, slowly bottom the pistons evenly into the bores. Page 4015 3. Connect the camshaft position actuator magnet electrical connector (2) 4. Install the intake manifold cover. Page 5767 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 12598 Note - Two holes will be drilled for retro-fitting 2006 cradles with 2007 cooler pipe. - Technician will need to remove one clip from cooler pipe on top and replace with isolator and move the other to the front face of the cradle (and replace with isolator). - Technician will need to glue down the two isolators with Instant Adhesive-Gel, P/N 12345632 (US(, 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the vehicle to capture the power steering fluid when disconnecting the power steering return line. 3. Remove the air deflector. 4. Remove the power steering cooler pipe/hose from the retaining clips on the frame. 5. Disconnect both stabilizer shaft links from the shaft. 6. Remove the left side engine mount lower nuts from the frame. Page 9909 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 8175 9. Install the EVAP line to the retainer. 10. Install the fuel/brake line retainer bolt. Tighten the bolt to 10 N.m (89 lb in). 11. Lower the vehicle. 12. Install the EVAP line to the fuel/brake pipe retainers (1). 13. Close the fuel/brake pipe retainers (1). Page 9236 Passenger Car Zoning PASSENGER CAR ZONING Page 3666 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8158 Canister Purge Solenoid: Description and Operation EVAP PURGE SOLENOID VALVE The EVAP purge solenoid valve controls the flow of vapors from the EVAP system to the intake manifold. The purge solenoid valve opens when commanded ON by the control module. This normally closed valve is pulse width modulated (PWM) by the control module to precisely control the flow of fuel vapor to the engine. The valve will also be opened during some portions of the EVAP testing, allowing engine vacuum to enter the EVAP system. Page 12064 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 12224 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 4858 Page 1177 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9564 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5664 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 10820 Shift Interlock Solenoid: Diagrams Automatic Transmission Shift Lock Control Connector End Views A/T Shift Lock Control Solenoid Assembly Service and Repair Outside Temperature Display Sensor: Service and Repair AMBIENT AIR TEMPERATURE GAGE SENSOR REPLACEMENT Page 3745 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 7818 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 5397 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1937 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9350 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 4296 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 1546 Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement - Rear Wheel Speed Sensor Replacement - Rear Removal Procedure 1. Important: The rear wheel speed sensors and rings are integral with the hub and bearing assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing assembly. Refer to Wheel Bearing/Hub Replacement - Rear. Raise and support the vehicle on a suitable hoist. Refer to Lifting and Jacking the Vehicle. 2. Remove the rear tire and wheel assembly. 3. Disconnect the electrical connector from the rear wheel speed sensor. 4. Remove the hub and bearing assembly (1). Installation Procedure Page 5815 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Page 6307 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 5072 Page 10942 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 4214 4. Notice: Refer to Fastener Notice. Install the oil pump drive bolt. Tighten the bolt to 50 Nm (37 ft. lbs.). 5. Install the intake manifold cover. Page 8374 Page 8750 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 9617 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 947 Fuse Block - Underhood - Top View Page 7997 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4683 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 4559 Page 9082 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 11864 Fuse Block - Underhood C3 (Part 3) Page 5091 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 8976 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Electrical Symbols Page 8564 12. Remove the fuel/brake line retainer bolts. 13. Remove the fuel feed line from the retainer. 14. Open the fuel/brake line retainer (1). 15. Remove the fuel feed line from the retainer. Page 8662 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5735 2. Connect the engine oil pressure sensor electrical connector (1). 3. Install the oil pressure sensor heat shield and nut. Tighten the nut to 10 Nm (89 inch lbs.). 4. Lower the vehicle. Page 7006 Engine Control Module (ECM) C1 (Part 2) Engine Control Module (ECM) C2 Page 13242 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 13213 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6578 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 650 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 3464 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. To disable the seat belt retractor pretensioner - RF, go to step 10. To disable the side impact sensor (SIS) - right, go to step 13. Page 6455 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 3468 9. Remove the connector position assurance (CPA) from the LF/driver side impact module connector (1) located under the front of driver seat. 10. Disconnect the LF side impact module connector (1) from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the LF side impact module connector (1) to the vehicle harness connector. 3. Install the CPA lock to the LF side impact module connector (1). 4. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 5. Replace both fuse center covers. 6. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 7. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 9 SIR DISABLING AND ENABLING ZONE 9 DISABLING PROCEDURE IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. A/T Control - DTC P0756 Diagnostic Tips Valve Body: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 12668 5. Remove the left side engine mount lower nuts from the frame. 6. Remove the left side transmission mount lower nuts from the frame. 7. Remove the right side engine mount lower nuts from the frame. 8. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 9. Support the rear of the frame (cradle) using an adjustable jackstand. 10. Remove the rear frame bolts from frame. Notice: To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 11. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 11126 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure 1. Important: To ensure that the proper clamp load will be present when installed. It is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER, GM P/N 12345493 (Canadian P/N 10953488), or equivalent to the threads of the brake caliper bracket bolts (2). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bracket (1) with the bracket bolts (2). Tighten the caliper bracket bolts to 115 Nm (85 ft. lbs.). 4. Install the rear brake pads. 5. Install the caliper. Brake Caliper Replacement - Rear Brake Caliper Replacement - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, then no brake fluid needs to be removed from the reservoir before proceeding. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Remove the rear tire and the wheel assembly. 5. Hand tighten 2 wheel lug nuts to retain the rotor to the hub. Page 4496 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 9485 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Page 1186 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 4692 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 1631 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9634 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7966 5. Install the HO2S electrical connector clip to the heat shield. 6. Lower the vehicle. Page 1341 Page 9955 Diagrams Circuit Breaker: Diagrams Circuit Breaker #1 Page 10885 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 11030 Transmission Temperature Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 8067 Page 7344 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6212 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Locations I/P Components Specifications Axle Nut: Specifications Wheel Drive Shaft Nut Tighten the front to .............................................................................................................................. ........................................... 190 Nm (140 ft. lbs.) Page 11867 Fuse Block - Underhood C4 (Part 3) Page 6903 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 10934 Page 6186 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11267 Tighten the brake hose to brake caliper bolt to 54 Nm (40 ft. lbs.). 3. With the weight of the vehicle on the suspension, install the brake hose into the bracket. There should not be any kinks in the hose. Align the hose fitting with the notch in the bracket. Use the hose paint stripe as a visual aid. 4. Install the retainer onto the hose fitting at the bracket. 5. Remove the rubber cap or plug from the exposed brake pipe fitting end. 6. Connect the brake pipe fitting to the brake hose: ^ Use a backup wrench on the hose fitting. ^ Do not bend the bracket or pipe. Tighten the brake pipe fitting to 18 Nm (13 ft. lbs.). 7. Install the rear tire and wheel assembly. 8. Ensure that the hose does not make contact with any part of the suspension. If the hose makes contact, remove the hose and correct the condition. 9. Bleed the hydraulic brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 10. Lower the vehicle. Page 7166 Page 3086 Drive Belt: Testing and Inspection Drive Belt Falls Off Diagnosis Drive Belt Falls Off Diagnosis Diagnostic Aids ^ If the drive belts repeatedly fall off the drive belt pulleys, this is because of pulley misalignment. ^ An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly. ^ If the drive belt is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt. Test Description The numbers below refer to the step numbers on the diagnostic table. 2. This inspection is to verify the condition of the drive belt. Damage to the belt may have occurred when it came off of the pulleys. The drive belt may have been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears, sections of ribs missing, or damaged belt plys. 4. Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley, or the pulley bent inward or outward from a previous repair. Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper installation procedure for that pulley. 5. Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley. 6. Accessory drive component brackets that are bent or cracked will let the drive belt fall off. 7. Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed. Missing, loose, or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket. Page 3654 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1606 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Rear Suspension Front Steering Knuckle: Service and Repair Rear Suspension Knuckle Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Scribe the strut to the knuckle. 4. Remove the bearing/hub assembly. 5. Remove the rear wheel spindle rods from the knuckle. 6. Remove the trailing arm (2) from the knuckle (3). Locations Wiper Relay: Locations The wiper relay is part of the Printed Circuit Board in the Underhood Fuse Block. Cooling System, A/C - Ticking Noise at Idle Coolant Line/Hose: All Technical Service Bulletins Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 11 Page 4078 18. Install the PCV fresh air tube to the right side valve rocker arm cover. 19. Connect the PCV fresh air tube to the air cleaner outlet duct. 20. Install the generator. Page 11648 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 4550 Page 10498 Page 624 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Underhood Fuse Block Fuse: Application and ID Underhood Fuse Block Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 4677 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9577 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7898 Page 3469 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. When disabling the RF/passenger side impact module perform step 10, if the SDM needs disabling then use entire procedure. Page 7069 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1180 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 8433 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 7693 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5302 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2911 24. Install the connector to the sensor. Page 6847 Page 5316 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 1976 Page 5407 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1702 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 1610 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 4873 Page 11868 Fuse Block - I/P C1 (Part 1) Page 6090 Page 5492 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 6784 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4494 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7469 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 10472 Torque Converter: Service and Repair Flywheel to Torque Converter Bolt Replacement ^ Tools Required J 37096 Flywheel Holder Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the torque converter cover bolts. 3. Remove the torque converter covers. 4. Install the J 37096 in order to gain access to the torque converter bolts and to prevent the flywheel from turning. Diagram Information and Instructions Shift Solenoid: Diagram Information and Instructions Electrical Symbols Page 3217 Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Customer Reimbursement Procedure and Claim Form is included with the customer letter. Important (For GM Only) Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada Customer requests for reimbursement for previous repairs for the condition are to be submitted to the dealer by February 28, 2013. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement verification. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Warranty Transaction Information Submit a transaction using the table below. Page 7721 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Electrical - Aftermarket Fuse Warning Fuse: All Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 5642 Page 1913 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 3543 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 8376 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2389 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4343 1. Apply lubricate GM P/N 1051344 (Canadian P/N 993037) to the nose of the valve blade (1). 2. Install the intake manifold tuning valve. NOTE: Refer to Fastener Notice. 3. Install the intake manifold tuning valve bolts. Tighten the bolts to 10 N.m (89 lb in). 4. Install the power steering pump. Page 5501 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2779 1. Door Lock Switch - Front Passenger 2. Outside Rearview Mirror - Passenger 3. Door Frame 4. Door Lock - Front Passenger 5. Inflatable Restraint Side Impact Sensor (SIS) Right (AY1) 6. Window Switch - Front Passenger 7. Window Motor - Front Passenger Left Front Door Components (Coupe) Power Steering - Various Fluid Leaks Power Steering Line/Hose: All Technical Service Bulletins Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Specifications Wheel Fastener: Specifications Wheel Nut Torque ............................................................................................................................... ................................................... 100 ft. lb. (140 Nm) Page 5230 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Locations Pressure Regulating Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 2830 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 11743 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 1838 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 4867 Page 6803 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9545 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 5012 For vehicles repaired under warranty, use the table. Disclaimer Page 7430 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2708 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 611 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6925 Note All pictures must be sent as a.jpg file. 27. E-mail a copy of the screenshot to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 28. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 29. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Warranty Information - The Dealership Service Management must be involved in any situation that would justify the use of labor operation Z1111. - Notify the Fixed Operations Manager (FOM) (Warranty Manager (WM) in Canada) of the situation. - All claims will have to be routed to the FOM (WM in Canada) for approval. - Please refer to Corporate Bulletin Number 09-00-89-016, Labor Operation Z1111 - Suspected Tampering or Vehicle Modifications for important information. For vehicles repaired under warranty, use the table. Disclaimer Page 4518 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Specifications Compression Check: Specifications No cylinder reading should be less than ................................................................................................................................................... 689 kPa (100 psi). Page 10320 11. Notice: Refer to Do Not Overfill the Transmission Notice in Service Precautions. Adjust the fluid level. 12. Inspect for proper completion of the repairs. 13. Inspect for proper fluid level. 14. Inspect for fluid leaks. Service and Repair Axle Beam: Service and Repair Support Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear tires and wheels. 3. Remove the exhaust pipe. 4. Disconnect the brake lines from the rear suspension support. 5. Disconnect the parking brake cables and tensioner from the suspension support. 6. Remove the stabilizer shaft from the rear suspension support. 7. Important: Support the rear suspension support with jack stands before removing the mounting bolts. Remove the rear suspension support mounting bolts. 8. Remove the rear wheel spindle rods bolts from the knuckle. 9. Lower the rear suspension support in order to gain access to the rear wheel spindle rod bolts. 10. Remove the rear wheel spindle rods bolts from the rear suspension support. 11. Remove the rear suspension support. Installation Procedure 1. Position the rear suspension support in place. 2. Notice: Refer to Fastener Notice. Install the rear wheel spindle rod-to-rear suspension support bolts and nuts. Tighten the nuts to 135 Nm (100 ft. lbs.). 3. Install the rear suspension support mounting bolts. Tighten the bolts to 110 Nm (81 ft. lbs.). Page 7229 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 2 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 2 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the connector position assurance (CPA) retainer (1). 3. Disconnect the heated oxygen sensor (HO2S) electrical connector (3). 4. Remove the HO2S electrical connector clip from the heat shield. 5. Remove the HO2S from the catalytic converter. Service and Repair Front Subframe: Service and Repair Frame Replacement Tools Required J 39580 Universal Engine Support Table Removal Procedure 1. Install the engine support fixture to support the engine/transaxle assembly. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the front tires and wheels. 4. Remove the lower radiator air deflector. 5. Remove the positive battery cable retainers. Position the positive battery cable aside. 6. Disconnect the power steering cooler pipe from the frame. 7. Secure the power steering cooler to the exhaust pipe. 8. Remove the stabilizer shaft links. Rotate the stabilizer shaft up to gain access to the mounting bolts for the power steering gear. 9. Remove the mounting bolts for the power steering gear. 10. Secure the power steering gear. 11. Remove the nuts which secure the engine mount to the frame. 12. Remove the nuts which secure the transaxle mount to the frame. 13. Disconnect both front wheel speed sensor connectors (1), if equipped. 14. Remove both front wheel speed harness retainers (2) from the frame and the lower control arms, if equipped. 15. Separate both of the lower ball joints from the steering knuckle. Refer to Lower Ball Joint Replacement. Page 8431 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9636 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 7440 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 11839 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6162 Page 5453 Page 1391 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2501 Page 1790 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 10927 Torque Converter Clutch Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Locations Seat Belt Buckle Switch: Locations Seat Belt Switch and Pretensioner - Left Front Page 273 Page 638 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 12218 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1367 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 2921 24. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (4) ^ A pin hole (2) for the centering pin-Note the location of the pin hole. ^ An alignment mark (3) on the flush rotor flange cuff (4) for installation ^ A foam ring (1) 25. Remove the connector from the sensor. 26. Remove the sensor from the adapter and bearing assembly. 27. To install the sensor, proceed to step 21 in the installation procedure. Installation Procedure 1. Important: If reusing the existing sensor, no centering of the sensor is required. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on your right. From the technicians point of view, the BACK of the sensor (2) connector will be on your left. 3. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 4. Install the connector to the sensor. 5. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (4) ^ A pin hole (7) for the centering pin-Note the location of the pin hole. ^ A flushed rotor flange cuff (6) ^ An alignment mark (5) for installation 6. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ A foam ring (3) Page 4551 Page 8707 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5064 Page 9819 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 1055 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7694 Page 11824 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1158 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 13230 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 848 Page 12745 3. Install the SIS - right connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS - right connector (4). 5. Install the RF door trim panel (2). 6. Connect the seat belt retractor pretensioner - RF connector (2) to vehicle harness connector (1). 7. Install the CPA (3) to the seat belt retractor pretensioner - RF connector (2). 8. Install the lower center pillar trim. 9. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 10. Replace both fuse center covers. 11. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 12. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 7 SIR DISABLING AND ENABLING ZONE 7 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicle's wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. Page 6041 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 2399 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 7862 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 1669 Passenger Car Zoning PASSENGER CAR ZONING Page 6044 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 1502 Power Seat Switch: Diagrams Seat Adjustor Switch - Driver (With RPO Code AG1) Page 2530 Arrows and Symbols ARROWS AND SYMBOLS Page 8643 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 5764 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. A/C - Refrigerant Recovery/Recycling/Equipment Refrigerant: Technical Service Bulletins A/C - Refrigerant Recovery/Recycling/Equipment Bulletin No.: 08-01-38-001 Date: January 25, 2008 INFORMATION Subject: Information On New GE-48800 CoolTech Refrigerant Recovery/Recharge Equipment Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Attention: This bulletin is being issued to announce the release of GM approved Air Conditioning (A/C) Refrigerant Recovery and Recharging Equipment that meets the new Society of Automotive Engineers (SAE) J2788 Refrigerant Recovery Standards. The ACR2000 (J-43600) cannot be manufactured in its current state after December 2007 and will be superseded by GE-48800. The new J2788 standard does not require that GM Dealers replace their ACR2000 units. ACR2000's currently in use are very capable of servicing today's refrigerant systems when used correctly and can continue to be used. Details regarding the new SAE J2788 standard are outlined in GM Bulletin 07-01-38-004. Effective February 1 2008, new A/C Refrigerant Recovery/Recharging equipment (P/N GE-48800) will be released as a required replacement for the previously essential ACR2000 (J-43600). This equipment is SAE J2788 compliant and meets GM requirements for A/C Refrigerant System Repairs on all General Motors vehicles, including Hybrid systems with Polyolester (POE) refrigerant oil. This equipment will not be shipped as an essential tool to GM Dealerships. In addition, this equipment is Hybrid compliant and designed to prevent oil cross contamination when servicing Hybrid vehicles with Electric A/C Compressors that use POE refrigerant oil. The ACR2000 (J-43600) will need to be retrofitted with a J-43600-50 (Hose - ACR2000 Oil Flush Loop) to be able to perform Hybrid A/C service work. All Hybrid dealers will receive the J-43600-50, with installation instructions, as a component of the Hybrid essential tool package. Dealerships that do not sell Hybrids, but may need to service Hybrids, can obtain J-43600-50 from SPX Kent Moore. Refer to GM Bulletin 08-01-39-001 for the ACR2000 Hose Flush procedure. The High Voltage (HV) electric A/C compressor used on Two Mode Hybrid vehicles uses a Polyolester (POE) refrigerant oil instead of a Polyalkylene Glycol (PAG) synthetic refrigerant oil. This is due to the better electrical resistance of the POE oil and its ability to provide HV isolation. Failure to flush the hoses before adding refrigerant to a Hybrid vehicle with an electric A/C compressor may result in an unacceptable amount of PAG oil entering the refrigerant system. It may cause a Battery Energy Control Module Hybrid Battery Voltage System Isolation Lost Diagnostic Trouble Code (DTC P1AE7) to be set. Additionally, the A/C system warranty will be voided. Warranty Submission Requirements The Electronically Generated Repair Data (snapshot summary) and printer functions have been eliminated from the GE-48800. The VGA display and temperature probes were eliminated to reduce equipment costs. As a result, effective immediately the 18 digit "Snapshot/Charge Summary" code is no longer required for Air Conditioning (A/C) refrigerant system repairs that are submitted for warranty reimbursement. The charge summary data from before and after system repairs will continue to required, but documented on the repair order only. Both high and low pressures and the recovery and charge amounts should be noted during the repair and entered on the repair order. If using ACR2000 (J-43600), the "Snapshot/Charge Summary" printouts should continue to be attached to the shops copy of the repair order. The labor codes that are affected by this requirement are D3000 through D4500. Disclaimer Page 1769 Headlamp Switch: Service and Repair HEADLAMP SWITCH REPLACEMENT Page 6408 Page 2511 Page 4685 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 8847 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7098 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9432 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4774 Page 9969 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 11056 OnStar(R) - Analog/Digital System Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Analog/Digital System Information INFORMATION Bulletin No.: 06-08-46-008C Date: September 18, 2008 Subject: Information on OnStar(R) Dual-Mode (Analog/Digital) Systems Models Supercede: This bulletin is being revised to correct the model year range for the Chevrolet Impala and Monte Carlo and update the reference to GM Dealerworld. Please discard Corporate Bulletin Number 06-08-46-008B (Section 08 - Body and Accessories). All 2000-2003 model year vehicles equipped with OnStar® from the list above were built with Analog/Digital-Ready OnStar(R) Hardware. Some of these vehicles may have been upgraded to Dual-Mode (Analog/Digital). Certain 2004-2005 model year vehicles equipped with OnStar(R) from the list above may have been either: ^ Originally built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware with Dual-Mode (Analog/Digital) OnStar(R) Hardware OR ^ Upgraded to Dual-Mode (Analog/Digital) Hardware All 2006 model year and newer vehicles equipped with OnStar(R) were built at the factory with Dual-Mode (Analog/Digital) OnStar(R) Hardware. If a vehicle has Dual-Mode (Analog/Digital) OnStar(R) Hardware, then the system is capable of operating on both the analog and digital cellular Page 10431 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11978 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 5275 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 8441 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 12413 Alignment: Description and Operation Caster Description Caster Description Caster is the tilting of the uppermost point of the steering axis either forward or backward, when viewed from the side of the vehicle. A backward tilt is positive (+) and a forward tilt is negative (-). Caster influences directional control of the steering but does not affect the tire wear. Caster is affected by the vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more positive caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less positive caster. With too little positive caster, steering may be touchy at high speed and wheel returnability may be diminished when coming out of a turn. If one wheel has more positive caster than the other, that wheel will pull toward the center of the vehicle. This condition will cause the vehicle to pull or lead to the side with the least amount of positive caster. Camber Description Camber Description Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is positive (+). When the wheel tilts inward at the top, the camber is negative (-). The amount of tilt is measured in degrees from the vertical. Camber settings influence the directional control and the tire wear. Too much positive camber will result in premature wear on the outside of the tire and cause excessive wear on the suspension parts. Too much negative camber will result in premature wear on the inside of the tire and cause excessive wear on the suspension parts. Unequal side-to-side camber of 1 degree or more will cause the vehicle to pull or lead to the side with the most positive camber. Toe Description Page 3630 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9780 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2314 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5810 Diagram Information and Instructions Control Module HVAC: Diagram Information and Instructions Electrical Symbols Page 13223 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 268 Page 11152 4. Slide the rotor all the way to the hub and hold it in place until you have placed one of the conical washers (with the tapered hole side facing out) and run the first lug nut up tight by hand so the rotor doesn't move when you release it. 5. Place the conical washers on the rest of the studs (with the tapered hole side facing out), start and snug the lug nuts by hand. 6. Using the one half inch drive impact wrench and a torque stick (J 39544) or equivalent, start with the lug nut opposite of the one you first tightened by hand and tighten the lug nuts using a star pattern until they touch the hub but do not completely torque. Then again, starting with the first lug nut you tightened by hand, tighten all the lug nuts in a star pattern to the specific vehicle torque specification. 7. DO NOT reinstall the caliper or the wheel at this time. On-Car Type Lathe 1. Leave the On-Car adapter on the wheel. 2. Proceed to Step 9. 9. Fasten the dial indicator to the steering knuckle so that the indicator needle contacts the rotor outboard friction surface approximately 6.35 mm (0.25 in) from the rotor's outer edge. The stylus should be perpendicular to the friction surface of the rotor. Important Make sure the dial indicator needle tip is screwed tight, a loose tip could cause false readings. 10. Measure for LRO. Follow the procedure below to determine if the LRO is within specification (0.050 mm (0.002 in) or LESS). 1. Rotate the rotor and locate the point on the rotor where the lowest dial indicator reading is indicated and set the dial indicator to zero. 2. Rotate the rotor from the low point and locate the point with the highest dial indicator reading (rotor "high spot"). Note the amount and mark the location of the "high spot" on the rotor and mark the closest wheel stud relative to this location. If the high point falls between two studs, mark both studs. In instances where the vehicle has "capped lug nuts" you should mark the hub. 11. If the Lateral Run Out (LRO) measurement is 0.050 mm (0.002 in) or LESS, no correction is necessary. Go to Step 15 if this is the first rotor completed. Go to Step 16 if this is the second rotor completed. If the LRO is GREATER than 0.050 mm (0.002 in), go to Step 12. 12. If the LRO measurement is greater than 0.050 mm (0.002 in), use the following procedure to correct for LRO: Important If the LRO measurement is over 0.279 mm (0.011 in), determine the source or cause of the LRO and correct it (i.e. verify drive axle nut torque specification, refinished rotor is source of LRO due to a lathe qualification issue - see "Brake Lathe Calibration Procedure"). Hubless Rotor 1. Remove the rotor and using the Brake Align(R) application chart (found in TSB 01-05-23-001B), choose the correct plate to bring the rotor LRO to 0.050 mm (0.002 in) or less. The plates come in 0.0762 mm (0.003 in), 0.1524 mm (0.006 in) and 0.2286 (0.009 in) compensation. For more information on proper plate selection, see the instruction video/DVD included in the "Brake Align(R)" kit or TSB 01-05-23-001B. 2. Align the V-notch of the selected Brake Align(R) correction plate to the marked wheel stud ("high spot") or between the two points marked (if the "high spot" is between two wheel studs). Important IF Brake Align(R) Correction Plates are not available for the vehicle being serviced, refer to SI Document - Brake Rotor Assembled Lateral Runout Correction for correcting LRO. Important Per Brake Align(R) manufacturer, NEVER attempt to stack two or more Correction Plates together on one hub. NEVER attempt to reuse a previously installed Correction Plate. 3. Reinstall the rotor using the same method and precautions as the first time - found in Step 8. Make sure to index the rotor correctly to the marks made in step 10, otherwise LRO will be comprised. Hubbed / Captured / Trapped Rotor 1. Measure the rotor thickness. 2. Refinish or replace the rotor (see Service Information for further details). Page 8355 For vehicles repaired under warranty, use the table above. Disclaimer Page 7472 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 3346 Radiator Hose: Service and Repair Radiator Outlet Hose Replacement Radiator Hose Replacement - Outlet (RPO's LZE, LZ4, LZ9) Tools Required ^ J38185 Hose Clamp Pliers Removal Procedure 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Use J38185 in order to reposition the hose clamp from the radiator. 3. Remove the outlet hose from the radiator. 4. Use J38185 in order to reposition the hose clamp from the thermostat housing. 5. Remove the radiator outlet hose from the thermostat housing and the vehicle. Installation Procedure 1. Install the radiator outlet hose to the thermostat housing. Page 4778 Page 4582 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8876 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1910 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 10529 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 8370 Page 9326 Page 11016 Automatic Transmission Fluid Pressure Manual Valve Position Switch Connector, Wiring Harness Side Page 1896 Page 7768 Fuel Level Sensor: Service and Repair FUEL LEVEL SENSOR REPLACEMENT REMOVAL PROCEDURE IMPORTANT: Always maintain cleanliness when servicing fuel system components. 1. Remove the fuel tank module. 2. Disconnect the fuel level sensor electrical connector (1). 3. Push in the fuel level sensor retainer (1). Page 3668 Fuse Block: Connector Views Fuse Block - Underhood C1 (Part 1) Page 885 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9980 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 1739 2. Install the A/C refrigerant pressure sensor to the evaporator tube. NOTE: Refer to Fastener Notice. Tighten the sensor to 4.7 N.m (41 lb in). 3. Connect the electrical connector to the A/C refrigerant pressure sensor. 4. Install the air cleaner assembly. 5. Leak test the fittings of the component using J 39400-A. Page 9119 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the intake manifold cover. 2. Disconnect the left side spark plug wires from the spark plugs. 3. Disconnect the left side spark plug wires from the ignition coil. 4. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 5. Remove the left side spark plug wire clips from the intake manifold bracket and heater inlet and outlet pipe. 6. Remove the spark plug wire assembly. Page 5744 Page 5983 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11145 Bulletin Format ***REPAIR ORDER REQUIRED DOCUMENTATION Application and ID Relay Box: Application and ID Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 8833 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 2325 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7570 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 2204 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 5327 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1731 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8243 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 4625 1. Install the engine cooling fan motor to the fan shroud. 2. Important: Position the fan motor to the fan shroud and insert the bolts from the front side. Install the cooling fan motor bolts. 3. Notice: Refer to Fastener Notice. Install the cooling fan motor nuts. Tighten the nuts to 6 Nm (53 inch lbs.). Page 34 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 3896 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 3889 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 851 Control Module HVAC: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9580 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2587 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 8076 Conversion - English/Metric (Part 1) Page 7384 Body Control Module: Symptom Related Diagnostic Procedures A Symptoms - Computer/Integrating Systems SYMPTOMS - COMPUTER/INTEGRATING SYSTEMS IMPORTANT: The following steps must be completed before using the symptom tables. 1. Perform the Diagnostic System Check - Vehicle before using the symptom tables in order to verify that all of the following are true: - There are no DTCs set. - The control modules can communicate via the serial data links. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures 2. Review the system operation in order to familiarize yourself with the system functions. Refer to: - Data Link Communications Description and Operation - Retained Accessory Power (RAP) Description and Operation Visual/Physical Inspection Inspect for aftermarket devices which could affect the operation of the systems. - Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom. Intermittent Faulty electrical connections or wiring may be the cause of intermittent conditions. Refer to Testing for Intermittent Conditions and Poor Connections. See: Testing and Inspection/Component Tests and General Diagnostics Symptom List Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom: Scan Tool Does Not Power Up See: Information Bus/Testing and Inspection/Scan Tool Does Not Power Up - Scan Tool Does Not Communicate with High Speed GMLAN Device See: Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with High Speed GMLAN Device - Scan Tool Does Not Communicate with Low Speed GMLAN Device See: Information Bus/Testing and Inspection/Scan Tool Does Not Communicate with Low Speed GMLAN Device - Power Mode Mismatch See: Starting and Charging/Testing and Inspection/Symptom Related Diagnostic Procedures/Power Mode Mismatch - Retained Accessory Power (RAP) Malfunction See: Retained Accessory Power (RAP) Malfunction Retained Accessory Power (RAP) Malfunction RETAINED ACCESSORY POWER (RAP) MALFUNCTION DIAGNOSTIC FAULT INFORMATION Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures CIRCUIT/SYSTEM DESCRIPTION The retained accessory power (RAP) relay is located in the instrument panel (I/P) fuse block. The relay control is from the BCM and the coil ground is from G302. The relay switched output feeds the RAP MISC fuse 10 A and the PWR/WINDW circuit breaker both within the I/P fuse block. The RAP MISC fuse supplies voltage to the shift lock control solenoid, inside rearview mirror, and if equipped the sunroof. DIAGNOSTIC AIDS A short to ground in the accessory voltage circuit should cause an open fuse or circuit breaker causing only part of the RAP functions to be inoperative. An open in the in the either accessory voltage circuit will cause inoperative conditions effecting only part of the RAP functions to be inoperative. A short to voltage on the relay control or relay output circuits would cause the RAP function to remain on past the designated time. An stuck relay switch could cause a RAP always on, or a RAP inoperative condition. CIRCUIT/SYSTEM VERIFICATION Ignition ON, command the RAP relay ON and OFF with a scan tool. The RAP relay should click with each command. If the relay clicks with each command, the control circuit is OK. Page 6083 Page 4077 13. Install the spark plug harness. 14. Connect the right side spark plug wires to the spark plugs. 15. Connect the right side spark plug wires to the ignition coil. 16. Install the right side spark plug harness clip to the ignition coil bracket. 17. Connect the left side spark plug wires to the ignition coil. Page 4186 2. Connect the engine oil level sensor electrical connector. 3. Lower the vehicle. 4. Refill the crankcase with new engine oil. Page 8558 - Do not immerse the fuel rail assembly in a solvent bath in order to prevent damage to the fuel rail assembly. 7. Lubricate the lower injector O-rings with clean engine oil. 8. Install the fuel rail assembly into the intake manifold. Tilt the fuel rail assembly slightly to install the injectors. 9. Install the fuel rail bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 10. Connect the CMP sensor electrical connector. 11. Disconnect the ECT sensor electrical connector. 12. Position the fuel injector harness connector bracket to the intake manifold. 13. Install the fuel injector harness connector bracket bolt. Tighten the bolt to 8 N.m (71 lb in). 14. Install the upper intake manifold. 15. Connect any remaining electrical connectors. 16. Connect the fuel feed pipe to the fuel rail. 17. Connect the negative battery cable. 18. Inspect for fuel leaks with the following procedure: 1. Turn ON the ignition for 2 seconds. 2. Turn OFF the ignition for 10 seconds. 3. Turn ON the ignition. 4. Inspect for fuel leaks. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Wheels/Tires - Use of Nitrogen Gas in Tires Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Page 1895 Page 158 Page 10526 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 8939 Page 12589 Disclaimer Page 5598 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9613 Page 7293 Page 1384 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6625 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5429 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2767 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Page 10379 Page 1083 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8624 Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 1056 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5590 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 3056 9. Connect the left side spark plug wires to the ignition coil. 10. Connect the left side spark plug wires to the spark plugs. 11. Install the intake manifold cover. Heated Oxygen Sensor Replacement - Position 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 1 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 1 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Remove the connector position assurance (CPA) retainer (3). 2. Disconnect the heater oxygen sensor (HO2S) electrical connector (2). 3. Remove the oxygen sensor electrical connector from the ignition coil bracket. 4. Remove the HO2S from the exhaust manifold. INSTALLATION PROCEDURE Page 7448 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 11500 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 669 Page 6594 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 6463 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1164 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 4807 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 6664 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 5645 Page 8423 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 4660 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 5505 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2719 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 709 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 10756 7. Use 3 wheel nuts in order to attach the J 42129 to the wheel bearing/hub. 8. Use the J 42129 in order to push the wheel drive shaft out of the wheel bearing/hub. 9. Remove and DISCARD the wheel bearing/hub bolts. Remove the J 42129 from the hub. 10. Important: Ensure that the wheel drive shaft outer seal/boot is not damaged. Remove the wheel bearing/hub and splash shield-noting the position of the shield for re-installation. Installation Procedure 1. Install the wheel bearing/hub with the splash shield as noted during removal. Page 9952 Page 8427 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 12940 Vehicle Lifting: Service and Repair Suspension Contact Lift VEHICLE LIFTING-SUSPENSION CONTACT LIFT When lifting the vehicle with a suspension-contact lift, place the front post lift points at the lower control arms in the area shown (1). Lift the rear of the vehicle with the rear post lift points ONLY under the rear wheels. Page 1854 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11362 Electronic Brake Control Module: Locations ABS Component Views LF of the Engine Compartment 1 - Mass Air Flow (MAF) / Intake Air Temperature (IAT) Sensor 2 - Brake Fluid Level Switch 3 Windshield Wiper Motor 4 - Electronic Brake Control Module (EBCM) 5 - A/C Refrigerant Pressure Sensor 6 - Transmission Control Module (TCM) 7 - Engine Control Module (ECM) 8 - G101 9 Inflatable Restraint Front end Sensor - Left Page 1234 Page 11712 Arrows and Symbols ARROWS AND SYMBOLS Page 12215 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 334 Method 1 Method 2 Page 11746 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11499 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 7949 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 10732 15. Crimp the seal retaining clamp (1) using J 35910. Crimp the clamp (1) to 174 Nm (130 ft. lbs.). 16. Check the gap dimension on the clamp ear. Continue tightening until the gap dimension is reached. Dimension a= 1.9 mm (5/64 inch). Page 2115 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 8660 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4861 Page 11498 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2332 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 1605 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 1726 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 12106 Page 11461 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 3863 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 7697 Page 5950 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 9935 Shift Interlock Solenoid: Diagrams Automatic Transmission Shift Lock Control Connector End Views A/T Shift Lock Control Solenoid Assembly Page 10383 Page 12910 1. Install the coil spring and upper strut mount to the J 45400. 2. Turn the spring compressor forcing screw (1) until the coil spring is compressed. 3. Install the strut to the coil spring and upper strut mount. 4. Notice: Refer to Fastener Notice. Install the strut retaining nut. Using the J 42991 and a 45 TORX socket, install the strut mount nut. Tighten the strut mount nut to 70 Nm (52 ft. lbs.). 5. Remove the strut from the J 45400. 6. Install the strut to the vehicle. Page 2125 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1130 Page 3261 5. Measure 25 mm (1 in) from both ends of new power steering hose. 6. Mark the new power steering hose measurements with a white or yellow marker as shown in illustration. 7. Apply GM Super Lube(R), P/N 12346241, or equivalent to the inside ends of the new power steering hose. 8. Slide the new clamps onto the new power steering hose. 9. Install the new power steering hose. 10. Position the power steering hose clamps between the white or yellow measurement lines created in Step 6 and the end of the new hose. Ensure the clamp is NOT placed over the hard line flare. 11. Tighten the clamps until the torque cap breaks off of the clamp. 12. Clean the fluid from the underbody of the vehicle. 13. Lower the vehicle. 14. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to the Checking and Adding Power Steering Fluid procedure in SI. V8 Engine Note The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. Page 11719 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7175 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 4670 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 5373 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9258 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9279 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2308 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4104 3. Install the drive belt around the tensioner pulley. 4. Release the drive belt tensioner. 5. Install the intake manifold cover. 6. Install the air cleaner. Page 8353 Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE). Training (Canada) To access the training video on AFIT, take the following path at the GMPro LMS Training Website: 1. After logging into the website, choose the link on the left side of the page titled "Catalog." 2. Then choose "Catalog Search." 3. Next, within the search box, Select Course Number - Contains - "T" then select search. 4. This will bring up a list of TECHassist courses. Scroll through to choose "Active Fuel Injector Tester" and select "View." 5. At this point, a new window will open and the program can be Launched. Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE). Techlink Additional information can be found on AFIT (June 2006 Edition) and GM Upper Engine and Fuel Injector Cleaner (November 2006 Edition) in Techlink. To access the articles, take the following path: 1. Go to GM DealerWorld (U.S.) or the GM GlobalConnect (Canada). 2. Click on the Service Tab in DealerWorld (in Canada, click Technican Resources in the Service Library of GM GlobalConnect). 3. Click on the GM Techlink Hyperlink. 4. Click on the Archives Hyperlink at GM Techlink. - Click on 06-2006 in the Archives Section and Click on the Active Fuel Injector Tester Link in the June 2006 Techlink Article. - Click on 11-2006 in the Archives Section and Click on the GM Top Engine Cleaner Replaced Link in the November 2006 Techlink Article. Injector Cleaning Procedure Notice GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent recommended. DO NOT USE OTHER CLEANING AGENTS AS THEY MAY CONTAIN METHANOL, WHICH CAN DAMAGE FUEL SYSTEM COMPONENTS. Under NO circumstances should the GM Upper Engine and Fuel Injector Cleaner be added to the vehicle fuel tank. Do not exceed the recommended cleaning solution concentration. Testing has demonstrated that exceeding the recommended cleaning solution concentration does not improve the effectiveness of this procedure. Important Vehicles with less than 160 km (100 mi) on the odometer should not have the injectors cleaned. These vehicles should have any out of specification injectors replaced. 1. For 4, 5 and 6 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A - Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) mixed with 420 ml (14 oz) of regular unleaded gasoline. 2. For 8 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) of Upper Engine and Fuel Injector Cleaner mixed with 420 ml (14 oz) of regular unleaded gasoline. This procedure will need to be repeated for a second time for an 8 cylinder engine (8 cylinder engines receive 960 ml total fluid 120 ml (4 oz) of Upper Engine and Fuel Injector Cleaner and 840 ml (28 oz) of gasoline. 3. Be sure to follow all additional instructions provided with the tool. 4. Electrically disable the vehicle fuel pump by either removing the fuel pump fuse or the fuel pump relay and disconnecting the oil pressure switch connector, if equipped. Cooling System - Coolant Leaking from Engine Coolant Line/Hose: All Technical Service Bulletins Cooling System - Coolant Leaking from Engine TECHNICAL Bulletin No.: 07-06-02-006D Date: May 17, 2010 Subject: Coolant Leaking from Engine (Replace Coolant Crossover Pipe Gaskets) Models: 2006-2007 Buick Terraza 2009-2010 Buick Lucerne 2006-2007 Chevrolet Monte Carlo, Uplander 2006-2010 Chevrolet Impala, Malibu 2006-2007 Pontiac Montana SV6 2006-2009 Pontiac G6 2006-2007 Saturn Relay 2007-2009 Saturn AURA 2008-2009 Saturn VUE with 3.5L or 3.9L Engine (VINs N, K, I, R, W - RPOs LZ4, LZE, LZ9, LZ8, LGD) Supercede: This bulletin is being revised to add the Saturn VUE. Please discard Corporate Bulletin Number 07-06-02-006C (Section 06 - Engine/Propulsion System). Condition Some customers may comment on coolant leaking from the engine. Cause The gasket located between the coolant crossover pipe and the front of the right (rear side) cylinder head may be leaking. Correction Replace the coolant crossover pipe gaskets with updated service replacement gaskets. There are three coolant crossover designs. The second design crossover started during the 2008 model year. The second design crossover has an access hole for a cylinder head plug on the rear bank (bank 1). This crossover uses the three mounting hole gasket. The two examples below use the three hole gasket. The first design crossover does not have a hole in the bank area of the crossover. This crossover uses the four mounting hole gasket. Page 397 Page 11352 Page 3250 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Page 11723 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Fuel System - TOP TIER Detergent Gasoline (Canada) Fuel: Technical Service Bulletins Fuel System - TOP TIER Detergent Gasoline (Canada) INFORMATION Bulletin No.: 05-06-04-022G Date: October 27, 2010 Subject: TOP TIER Detergent Gasoline Information and Available Brands (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - Canada ONLY Models: 2011 and Prior GM Passenger Cars and Trucks (Canada Only) Supercede: This bulletin is being revised to update the model years and include an additional gasoline brand as a TOP TIER source. Please discard Corporate Bulletin Number 05-06-04-022F (Section 06 - Engine/Propulsion System). In the U.S., refer to the latest version of Corporate Bulletin Number 04-06-04-047I. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by the Canadian General Standards Board (CGSB). Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. Intake valve: 16,093 km (10,000 mi) with TOP TIER Detergent Gasoline Intake valve: 16,093 km (10,000 mi) with Minimum Additive recommended by the CGSB Top Tier Fuel Availability Chevron was the first to offer TOP TIER Detergent Gasoline in Canada. Shell became the first national gasoline retailer to offer TOP TIER Detergent Gasoline across Canada. Petro-Canada began offering TOP TIER Detergent Gasoline nationally as of October 1, 2006. Sunoco began offering TOP TIER Detergent Gasoline in March of 2007. Esso began offering TOP TIER Detergent Gasoline in May of 2010. Page 1208 Engine Control Module (ECM) C3 (Part 2) Page 4785 Page 5513 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5654 Page 8790 Page 3614 Conversion - English/Metric (Part 1) Page 10842 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 12252 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 5941 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 110 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 11046 System. 1. Reprogram the electronic brake control module (EBCM), which may be listed as an ABS module in TIS, with updated software calibration. The new service calibration was released with TIS satellite data update, version 11.0 available October 31, 2005. 2. Relearn the tire pressure monitoring system as necessary. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through December 31, 2006. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service prior to December 31, 2006, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Page 6043 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 5660 Arrows and Symbols ARROWS AND SYMBOLS Page 8617 Page 3446 2. Connect both front end sensor connectors (2, 5) to each front end sensor (1, 4). 3. Install both CPA's (3, 6) into each front end sensor connector (2, 5). 4. Install the radiator upper air baffle and deflector. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF.Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 10904 Page 6792 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7151 Page 10040 Passenger Car Zoning PASSENGER CAR ZONING Page 7094 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 10850 Page 6800 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7932 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2831 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6148 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 2699 Page 11392 1. Install the hub and bearing assembly (1) to the vehicle. 2. Connect the electrical connector to the rear wheel speed sensor. 3. Install the wheel and tire assembly. 4. Lower the vehicle. 5. Turn the ignition switch to the ON position, with the engine OFF. 6. Perform the Diagnostic System Check - Vehicle. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 8677 Page 11630 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7974 Page 5073 Arrows and Symbols ARROWS AND SYMBOLS Page 2658 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2888 1. Slide the NEW battery current sensor (1) up onto the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive battery terminal prior to installation. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the positive battery cable. 3. Install the positive and negative battery cable. 4. Connect the I/P harness electrical connector (1) to the battery current sensor. Page 9132 Ignition Control Module: Description and Operation IGNITION CONTROL MODULE (ICM)/COILS There are 3 dual-tower ignition coils that are part of the ignition control module (ICM). The ICM contains coil driver circuits that command the coils to operate. The ICM has the following circuits: - An ignition voltage circuit - A ground circuit - An IC 1 control circuit for the 1-4 ignition coil - An IC 2 control circuit for the 2-5 ignition coil - An IC 3 control circuit for the 3-6 ignition coil - A low reference circuit The ECM controls each dual-tower ignition coil by transmitting timing pulses on the IC control circuit to the ICM for the proper coil to enable a spark event. The spark plugs are connected to each coil tower by spark plug wires. The spark plug wires conduct the spark energy from the coil to the spark plug. The spark plug electrode is tipped with platinum for long wear and higher efficiency. Page 6805 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12047 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3158 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 4853 Application Table (Part 2) Location View Location View Page 728 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: Customer Interest Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 2818 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6824 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 2835 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11764 Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 7196 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Seals and Gaskets: Customer Interest A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4645 Page 4796 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8391 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 5818 IMPORTANT: A special anti-seize compound is used on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burn away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the exhaust manifold. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (2). 4. Install the CPA retainer (3). 5. Install the oxygen sensor electrical connector to the ignition coil bracket. Page 1232 Page 4970 6. Remove the exhaust crossover pipe to left exhaust manifold nuts. 7. Remove the exhaust manifold bolts. 8. Remove the exhaust manifold bolts. 9. Remove the exhaust manifold. 10. Remove and discard the exhaust manifold gasket. Installation Procedure Page 1024 Passenger Car Zoning PASSENGER CAR ZONING Page 4161 1. Install the oil filter. 2. Notice: Refer to Fastener Notice. Install the oil pan drain bolt. Tighten the bolt to 26 Nm (19 ft. lbs.). 3. Lower the vehicle. 4. Fill the engine with oil to the appropriate level. 5. Start engine and inspect for leaks. Page 12155 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 3624 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 5075 Conversion - English/Metric (Part 1) Page 341 Disclaimer Electrical - Aftermarket Fuse Warning Fuse: All Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 1-2 shift solenoid electrical connector. 3. Remove the 1-2 shift solenoid retaining clip (314D) 4. Remove the 1-2 shift solenoid (315A). Installation Procedure 1. Install the 1-2 shift solenoid (315A). 2. Install the 1-2 shift solenoid retaining clip (314D). 3. Connect the 1-2 shift solenoid electrical connector. 4. Install the case side cover. Page 7296 Page 4768 2. Use J38185 in order to reposition and install the hose clamp to the thermostat housing. 3. Install the outlet hose to the radiator. 4. Use J38185 in order to reposition and install the hose clamp to the radiator. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Page 7541 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6435 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2698 Page 3205 IMPORTANT: When separating the A/C coupling assembly, apply light pressure between the two halves of the coupling to prevent the locking tabs from reengaging. 4. Carefully insert a small flat bladed screwdriver into the second locking tab access slot and gently lift the locking tab to release the lock. 5. Open and remove the A/C coupling assembly from the A/C refrigerant component. INSTALLATION PROCEDURE Page 8 Page 2442 Page 4068 3. Install the valve rocker arm cover. 4. Notice: Refer to Fastener Notice. Important: Use an alternating criss-cross pattern when tightening the valve rocker cover bolts. Failure to do so may result in oil leakage from the valve cover due to improper seating of the gasket. Tighten the valve rocker arm cover bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 5. Install the heater inlet and outlet pipe to the vehicle. 6. Install the heater inlet and outlet pipe bolt and stud. ^ Tighten the bolt to 25 Nm (18 ft. lbs.). ^ Tighten the stud to 10 Nm (89 inch lbs.). 7. Install the front heater outlet hose to the outlet heater pipe. Page 6646 Body Control Module: Description and Operation Retained Accessory Power (RAP) RETAINED ACCESSORY POWER (RAP) DESCRIPTION AND OPERATION SERIAL DATA CONTROL OF RETAINED ACCESSORY POWER (RAP) The modules receive the power mode message from the body control module (BCM) over the serial data circuits, indicating when the retained accessory power (RAP) power mode is current. The BCM monitors the ignition switch position, battery condition and passenger compartment doors status to determine whether RAP should be initiated. The modules then support the operation of the systems under their control as required by their RAP power mode operation. Components and systems that are active in RAP are also activated anytime the ignition is any position other than OFF. RAP will end when one of the following conditions is met: The BCM receives an input indicating the opening of any passenger compartment door after the ignition key is out of the ignition. IMPORTANT: The only door that will turn off the radio during RAP is the driver door. This is a function of the radio and will still turn off after the time limit. - The BCM internal timer for the RAP expires after approximately 10 minutes. - The BCM detects a decrease in battery capacity below a prescribed limit. The BCM then sends a serial data power mode message ending the RAP function. RELAY CONTROL OF RETAINED ACCESSORY POWER (RAP) The BCM keeps the RAP relay energized during all power modes, except Off-Awake and Crank. The relay is also energized for approximately 10 minutes after shutting the ignition OFF and removing the key, providing no door is opened. The devices powered by the accessory relay during the retained accessory power (RAP) power mode are the sunroof, power window switches and BTSI/Park Lock. Page 9095 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 11088 1. Install the hub and bearing assembly (1) to the vehicle. 2. Connect the electrical connector to the rear wheel speed sensor. 3. Install the wheel and tire assembly. 4. Lower the vehicle. 5. Turn the ignition switch to the ON position, with the engine OFF. 6. Perform the Diagnostic System Check - Vehicle. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 12207 Antilock Brake System Automated Bleed Procedure Brake Bleeding: Service and Repair Antilock Brake System Automated Bleed Procedure ABS Automated Bleed Procedure Bleeding the ABS System Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Perform a manual or pressure bleeding procedure. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). If the desired brake pedal height results are not achieved, perform the Automated Bleed Procedure. The procedure cycles the system valves and runs the pump in order to purge the air from the secondary circuits normally closed off during normal base brake operation and bleeding. The automated bleed procedure is recommended when air ingestion is suspected in the secondary circuits, or when the brake pressure modulator valve (BPMV) has been replaced. Automated Bleed Procedure 1. Notice: The Auto Bleed Procedure may be terminated at any time during the process by pressing the EXIT button. No further Scan Tool prompts pertaining to the Auto Bleed procedure will be given. After exiting the bleed procedure, relieve bleed pressure and disconnect bleed equipment per manufacturers instructions. Failure to properly relieve pressure may result in spilled brake fluid causing damage to components and painted surfaces. Raise the vehicle on a suitable support. Refer to Lifting and Jacking the Vehicle. 2. Remove all 4 tire and wheel assemblies. 3. Inspect the brake system for leaks and visual damage. Refer to Brake Fluid Loss or Symptoms - Hydraulic Brakes. Repair or replace as needed. See: Brakes and Traction Control/Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures/Brake Fluid Loss See: Brakes and Traction Control/Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures 4. Inspect the battery state of charge. Refer to Battery Inspection/Test. See: Starting and Charging/Testing and Inspection/Component Tests and General Diagnostics/Battery Inspection/Test 5. Install a scan tool. 6. Turn ON the ignition, with the engine OFF. 7. With the scan tool, establish communications with the electronic brake control module (EBCM). Select Special Functions. Select Automated Bleed from the Special Functions menu. 8. Bleed the base brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 9. Follow the scan tool directions until the desired brake pedal height is achieved. 10. If the bleed procedure is aborted, a malfunction exists. Perform the following steps before resuming the bleed procedure: ^ If a DTC is detected, refer to Diagnostic Trouble Code (DTC) List - Vehicle and diagnose the appropriate DTC. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions ^ If the brake pedal feels spongy, perform the conventional brake bleed procedure again. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 11. When the desired pedal height is achieved, press the brake pedal in order to inspect for firmness. 12. Remove the scan tool. 13. Install the tire and wheel assemblies. 14. Inspect the brake fluid level. 15. Road test the vehicle while inspecting that the pedal remains high and firm. Page 196 Page 424 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Page 11612 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 6149 Page 201 Page 7312 Arrows and Symbols ARROWS AND SYMBOLS Page 7658 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3852 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 7806 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2473 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9357 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 4505 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7534 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 4562 Page 5889 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11702 Fuse: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 4402 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Remove the air cleaner outlet duct, if required. 2. Remove the intake manifold cover, if required. 3. Remove the left side spark plug wires from the spark plugs, if required. Page 1377 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. A/T - Fluid Oil Cooler Flush Transmission Cooler: Technical Service Bulletins A/T - Fluid Oil Cooler Flush INFORMATION Bulletin No.: 02-07-30-052G Date: March 02, 2011 Subject: Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow(R) Models: 2011 and Prior Passenger Cars and Light Duty Trucks 2003-2010 HUMMER H2 2006-2010 HUMMER H3 with Automatic Transmission/Transaxle including Allison(R) Transmissions Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 02-07-30-052F (Section 07 - Transmission/Transaxle). Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. The J 45096 transmission oil cooling system flush and flow test tool replaces current tool J 35944-A. J 45096 is a self-contained unit utilizing a 12-volt flow meter, shop air supply and DEXRON(R) VI automatic transmission fluid (ATF). In the flush mode, transmission fluid is cycled through the transmission oil cooling system. High-pressure air is automatically injected into the fluid stream adding agitation to the ATF oil to enhance the removal of contaminated ATF oil and debris. In the flow mode, an electronic flow meter is used to measure the flow capability of the ATF oil cooling system. A digital display indicates the ATF oil flow rate in gallons per minute (GPM) along with the amount of ATF oil in the supply vessel, supply vessel ATF oil temperature, machine cycles and the operating mode. The supply oil vessel has 30 L (32 qt) capacity and the waste oil vessel has 32 L (34 qt) capacity. The waste oil vessel is constructed of a translucent composite material that allows the user to easily identify the oil level. The waste oil vessel can accommodate vacuum evacuation and gravity draining. In the code mode, a random, encrypted code is generated that can be used for verification of flow test results. Current essential cooler line adapters are used to connect the J 45096 to the automatic transmission oil cooler lines that allows J 45096 to adapt to General Motors passenger cars and light duty trucks, current and past models (except the Pontiac Vibe, Wave and Chevrolet Aveo). The tool may be adapted for use on the Pontiac Vibe, Wave and Chevrolet Aveo by dealership personnel with a barbed hose connector and rubber hose obtained locally. The Vibe's/Wave's/Aveo's transmission has a transmission oil requirement which is slightly different than DEXRON(R) VI ATF. However, flushing the cooler with DEXRON(R) VI automatic transmission fluid is an acceptable service procedure. Very little fluid remains in the cooler after the flush procedure and the residual DEXRON(R) VI ATF in the cooler is compatible with the Vibe's/Wave's/Aveo's transmission fluid. Notice Insufficient oil flow through the ATF oil cooling system will cause premature transmission failure. The required minimum ATF oil flow rate reading is directly related to the supply oil temperature. Refer to the flow rate reference chart for the oil flow rate specification based on the temperature of the ATF in the supply vessel. Helpful Hints for Maintaining the Temperature at or above 18°C (65°F) Important - The temperature of the supply vessel oil must be 18°C (65°F) or greater for J 45096 to operate. It is recommended to store the J 45096 in an area of the dealership where the room temperature remains at or above 18°C (65°F) when not in use. - Do not attempt to increase the fluid temperature in the Transflow(R) machine with an engine oil dipstick, or any other immersion type heater. The Transflow(R) machine has a check valve in the supply reservoir. Inserting a heater will damage the check valve and the subsequent repair expense would be the dealer's responsibility. - A heater blanket, P/N J-45096-10, is available for the Transflow(R) transmission cooling system flushing tool. This heater fastens around the Transflow(R) internal supply vessel and runs on 110 volts AC. The heater will warm the ATF in the supply vessel to at least 18°C (65° F) and has a thermostat to hold a constant temperature. Store the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine in a room where the temperature is maintained at or above 18°C (65°F). Keep the ATF level in the reservoir low when the Transmission Cooling System Service Tool, J 45096, Transflow(R), is not in use. Store several gallons of oil in an area where the temperature is maintained at or above 18°C (65°F). Fill the reservoir of the J 45096 as needed before using the machine on Page 7654 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2659 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 4200 20. Install the engine mount lower nuts. Tighten the nuts to 50 Nm (37 ft. lbs.). 21. Tighten the transaxle mount lower nuts. 22. Install the front transaxle brace and the brace to engine bolts. Tighten the bolts to 63 Nm (46 ft. lbs.). Page 3947 2. Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are removed. Failure to replace these fasteners after they become loose or are removed may cause loss of vehicle control and personal injury. Notice: Refer to Fastener Notice in Service Precautions. Install NEW wheel bearing/hub bolts. Tighten the NEW wheel bearing/hub bolts to 130 Nm (96 ft. lbs.). 3. Install the brake rotor and caliper. 4. Install the front wheel drive shaft nut. Insert a drift on a flat bladed tool into caliper and rotor to prevent the rotor from turning. Tighten the front wheel drive shaft nut to 190 Nm (140 ft. lbs.). 5. Important: Ensure that the connector clip engages the bracket properly. Install the wheel speed sensor electrical connector to the bracket, if equipped. 6. Connect the wheel speed sensor electrical connector (2), if equipped. 7. Install the tire and wheel. 8. Lower the vehicle. Page 8567 9. Install the fuel feed line to the retainer. 10. Install the fuel/brake line retainer bolt. Tighten the bolt to 10 N.m (89 lb in). 11. Lower the vehicle. 12. Install the fuel feed line to the fuel/brake pipe retainers (1). 13. Close the fuel/brake pipe retainers (1). Page 4519 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 8085 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 37 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 7162 Page 4132 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Remove the engine mount strut. 3. Remove the heater inlet and outlet hose clamp nuts from the throttle body studs. 4. Reposition the heater inlet and outlet hose clamps at the pipes. 5. Remove the heater inlet and outlet hoses from the engine pipes. 6. Remove the heater inlet and outlet hose clamp from the throttle body studs. 7. Reposition the inlet and outlet hoses. 8. Remove the engine mount strut bracket to cylinder head bolts. 9. Remove the engine mount strut bracket. Installation Procedure Page 2683 6. Install the steering column tilt head components. 7. Install the ignition switch only. 8. Install the ignition lock cylinder. 9. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 1641 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 4469 Page 5781 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1839 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Service and Repair Case: Service and Repair Case Side Cover Replacement ^ Tools Required J 36850 Transjel Lubricant Removal Procedure 1. Remove the engine site shield. Refer to the following: ^ Intake Manifold Cover Replacement for the 3.5L engine ^ Intake Manifold Cover Replacement for the 3.9L engine ^ Engine Sight Shield Replacement for the 5.3L engine 2. Remove the air cleaner outlet duct. Refer to the following: ^ Air Cleaner Outlet Duct Replacement for the 3.5L engine ^ Air Cleaner Outlet Duct Replacement for the 3.9L engine ^ Air Cleaner Resonator Outlet Duct Replacement for the 5.3L engine 3. Remove the transaxle shift cable from lever and bracket from the transaxle. 4. Disconnect the transaxle wiring harness connector and disconnect the harness retainer from side cover stud. 5. Remove the engine mount struts. Refer to the following: ^ Engine Mount Strut Replacement for the 3.5L engine ^ Engine Mount Strut Replacement for the 3.9L engine ^ Engine Mount Strut Replacement for the 5.3L engine 6. Remove the top case side cover bolt (56, 58). 7. Install the engine support fixture to support the engine/transaxle assembly. Refer to the following: ^ Engine Support Fixture for the 3.5L engine ^ Engine Support Fixture for the 3.9L engine ^ Engine Support Fixture for the 5.3L engine 8. Raise and support the vehicle. Refer to Vehicle Lifting. 9. Remove the left front wheel. Page 6465 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6848 Arrows and Symbols ARROWS AND SYMBOLS Page 5228 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5860 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4960 1. Position the catalytic converter heat shield to the underbody. 2. Install NEW catalytic converter heat shield rivets. 3. Install the HO2S wiring harness from the clips on the catalytic converter heat shield. 4. Install the catalytic converter. Page 221 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Page 5692 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 11161 Page 7839 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 9416 Page 7831 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5924 Passenger Car Zoning PASSENGER CAR ZONING Page 7744 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 4391 Ignition Cable: Service and Repair SPARK PLUG WIRE REPLACEMENT REMOVAL PROCEDURE NOTE: Twist the spark plug boot one-half turn in order to release the boot. Pull on the spark plug boot only. Do not pull on the spark plug wire or the wire could be damaged. 1. Remove the intake manifold cover. 2. Disconnect the left side spark plug wires from the spark plugs. 3. Disconnect the left side spark plug wires from the ignition coil. 4. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 5. Remove the left side spark plug wire clips from the intake manifold bracket and heater inlet and outlet pipe. 6. Remove the spark plug wire assembly. Page 11093 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding Manual Hydraulic Brake System Bleeding (Manual) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 4. Reconnect the brake pipe to the master cylinder port and tighten securely. 5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 9. With the front brake pipe installed securely to the master cylinder, after all air has been purged from the front port of the master cylinder, loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit, install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 20. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 21. Important: If it is determined that air was induced into the system upstream of the ABS modulator prior to servicing, the ABS Automated Bleed Procedure must be performed. Page 8656 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 7803 Page 877 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8379 Page 5874 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2128 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8781 Page 5695 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6880 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 4268 EN-48108 Rear Main Oil Seal Installation Tool This tool has a unique design to allow the technician to easily install the rear main seal squarely to the correct depth and direction. Before proceeding with installation, review the above illustration to become familiar with the components shown in the illustration. Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch (TCC) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the torque converter clutch (TCC) solenoid electrical connector. 3. Remove the TCC solenoid retaining clip (314) 4. Remove the TCC solenoid (315). Installation Procedure 1. Install the TCC solenoid (315). 2. Install the TCC solenoid retaining clip (314). 3. Connect the TCC solenoid electrical connector. 4. Install the case side cover. Page 9080 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6103 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6612 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 11480 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2066 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 9170 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5809 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 2270 Page 12448 If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 16. Install the connector to the sensor. 17. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A flush rotor flange cuff (4) ^ An alignment mark (3) for installation 18. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 19. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 20. Install the connector to the sensor. 21. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A flush rotor flange cuff (5) ^ An alignment mark (4) for installation ^ A foam ring (6) 22. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 23. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. Locations Shift Interlock Solenoid: Locations Automatic Transmission Shift Lock Control Component Views Steering Column Components Lower Steering Column Components 1 - A/T Shift Lock Control Actuator 2 - Steering Column Page 11922 Fuse Block - Underhood - Bottom View Page 7661 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 11086 1. Install the hub and bearing assembly (2) to the vehicle. 2. Install the front wheel speed sensor jumper harness electrical connector (1). 3. Install the wheel and tire assembly. 4. Lower the vehicle. 5. Turn the ignition switch to the ON position with the engine OFF. 6. Perform the Diagnostic System Check - Vehicle. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle Page 12406 Important When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front wheel alignment angles. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. If necessary, adjust the wheel alignment to vehicle specification and record the before and after measurements. Refer to Wheel Alignment Specifications in SI. Important Technicians must refer to SI for the correct wheel alignment specifications. SI is the only source of GM wheel alignment specifications that is kept up-to-date throughout the year. Test drive vehicle to ensure proper repair. Page 5340 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Page 5133 Body Control Module (BCM) C4 (Part 1) Page 9568 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Engine, A/T Controls - Shared Diagnostic Trouble Codes Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 10954 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 12035 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 11069 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module Replacement OnStar(R) - Aftermarket Device Interference Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Aftermarket Device Interference Information INFORMATION Bulletin No.: 08-08-46-004 Date: August 14, 2008 Subject: Information on Aftermarket Device Interference with OnStar(R) Diagnostic Services Models: 2009 and Prior GM Passenger Car and Truck (including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X with OnStar(R) (RPO UE1) This bulletin is being issued to provide dealer service personnel with information regarding aftermarket devices connected to the Diagnostic Link Connector (DLC) and the impact to OnStar(R) diagnostic probes and Vehicle Diagnostic e-mails. Certain aftermarket devices, when connected to the Diagnostic Link Connector, such as, but not limited to, Scan Tools, Trip Computers, Fuel Economy Analyzers and Insurance Tracking Devices, interfere with OnStar's ability to perform a diagnostic probe when requested (via a blue button call) by a subscriber. These devices also prohibit the ability to gather diagnostic and tire pressure data for a subscriber's scheduled OnStar(R) Vehicle Diagnostic (OVD) e-mail. These aftermarket devices utilize the Vehicles serial data bus to perform data requests and/or information gathering. When these devices are requesting data, OnStar(R) is designed not to interfere with any data request being made by these devices as required by OBD II regulations. The OnStar(R) advisor is unable to definitively detect the presence of these devices and will only be able to inform the caller or requester of the unsuccessful or incomplete probe and may in some cases refer the subscriber/requester to take the vehicle to a dealer for diagnosis of the concern. When performing a diagnostic check for an unsuccessful or incomplete OnStar(R) diagnostic probe, or for concerns regarding completeness of the OnStar(R) Vehicle Diagnostic (OVD) e-mail, verify that an aftermarket device was not present at the time of the requested probe. Regarding the OVD e-mail, if an aftermarket device is interfering (including a Scan Tool of any type), the e-mail will consistently display a "yellow" indication in diagnostics section for all vehicle systems except the OnStar(R) System and Tire Pressure data (not available on all vehicles) will not be displayed (i.e. section is collapsed). Successful diagnostic probes and complete OVD e-mails will resume following the removal or disconnecting of the off-board device. Disclaimer Page 4652 Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 7718 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2452 Conversion - English/Metric (Part 1) Junction Block Replacement - Accessory Wiring Relay Box: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 4831 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2388 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 11812 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8577 9. Install the fuel feed line to the retainer. 10. Install the fuel/brake line retainer bolt. Tighten the bolt to 10 N.m (89 lb in). 11. Lower the vehicle. 12. Install the fuel feed line to the fuel/brake pipe retainers (1). 13. Close the fuel/brake pipe retainers (1). Page 12175 Page 1737 A/C Refrigerant Pressure Sensor Service and Repair Oil Change Reminder Lamp: Service and Repair ENGINE OIL LIFE SYSTEM WHEN TO CHANGE ENGINE OIL Your vehicle has a computer system that lets you know when to change the engine oil and filter. This is based on engine revolutions and engine temperature, and not on mileage. Based on driving conditions, the mileage at which an oil change will be indicated can vary considerably. For the oil life system to work properly, you must reset the system every time the oil is changed. When the system has calculated that oil life has been diminished, it will indicate that an oil change is necessary. A "CHANGE ENGINE OIL SOON" message will come on. Change your oil as soon as possible within the next 600 miles (1 000 km). It is possible that, if you are driving under the best conditions, the oil life system may not indicate that an oil change is necessary for over a year. However, your engine oil and filter must be changed at least once a year and at this time the system must be reset. It is also important to check your oil regularly and keep it at the proper level. If the system is ever reset accidentally, you must change your oil at 3,000 miles (5 000 km) since your last oil change. Remember to reset the oil life system whenever the oil is changed. HOW TO RESET THE ENGINE OIL LIFE SYSTEM The Engine Oil Life System calculates when to change your engine oil and filter based on vehicle use. Anytime your oil is changed, reset the system so it can calculate when the next oil change is required. If a situation occurs where you change your oil prior to a "CHANGE ENGINE OIL SOON" message being turned on, reset the system. Always reset the engine oil life to 100% after every oil change. It will not reset itself. To reset the Engine Oil Life System, do the following: 1. Display the "OIL LIFE REMAINING" on the DIC. 2. Press and hold the "SET/RESET" button on the DIC for more than five seconds. The oil life will change to "100%". If the "CHANGE ENGINE OIL SOON" message comes back on when you start your vehicle, the Engine Oil Life System has not reset. Repeat the procedure. WHAT TO DO WITH USED OIL Used engine oil contains certain elements that may be unhealthy for your skin and could even cause cancer. Do not let used oil stay on your skin for very long. Clean your skin and nails with soap and water, or a good hand cleaner. Wash or properly dispose of clothing or rags containing used engine oil. See the manufacturer's warnings about the use and disposal of oil products. Used oil can be a threat to the environment. If you change your own oil, be sure to drain all the oil from the filter before disposal. Never dispose of oil by putting it in the trash, pouring it on the ground, into sewers, or into streams or bodies of water. Instead, recycle it by taking it to a place that collects used oil. If you have a problem properly disposing of used oil, ask your dealer, a service station, or a local recycling center for help. Page 7159 Oxygen Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6461 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4797 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 8056 Locations Power Seat Switch: Locations Driver Seat Components Page 57 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 9359 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 6427 Arrows and Symbols ARROWS AND SYMBOLS Page 1828 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 11571 3. Connect the starter motor electrical connector (3). 4. Install the engine harness terminal (1) and positive battery cable terminal (2) to the starter. Ensure that the positive battery cable terminal anti-rotation feature is aligned correctly. 5. Install the starter solenoid BAT terminal nut (3) to the starter motor. Tighten the nut to 10 N.m (89 lb in). 6. Install the torque converter covers. 7. Install the front lower air deflector panel. 8. Connect the negative battery cable. Page 5371 Passenger Car Zoning PASSENGER CAR ZONING Page 5341 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8287 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Diagram Information and Instructions Torque Converter Clutch Solenoid: Diagram Information and Instructions Electrical Symbols Page 4489 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 10458 1. Install the automatic transmission range selector cable through the hole in the cowl. 2. Remove the mechanics wire from the end of the automatic transmission range selector cable. Page 11666 Circuit Breaker #2 Circuit Breaker #3 Page 9363 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6895 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Service and Repair Catalyst Shield: Service and Repair Catalytic Converter Heat Shield Replacement Removal Procedure 1. Remove the catalytic converter. 2. Remove the heated oxygen sensor (HO2S) wiring harness from the clips on the catalytic converter heat shield. 3. Drill out the catalytic converter heat shield rivets. 4. Remove the catalytic converter heat shield. Installation Procedure Steering Wheel Controls Description and Operation Steering Wheel: Description and Operation Steering Wheel Controls Description and Operation Steering Wheel Controls Description and Operation The steering wheel control switches duplicate the function of the primary controls of the associated component, through a network of multiple momentary contact switches and a series of resistors. The body control module (BCM) supplies voltage to the switches and monitors the return signal for when a switch is pressed, a specific voltage drop occurs. The BCM identifies the one selected, then sends a serial data message that is received by the component controlled, activating the feature. This information is intended to diagnosis the circuits between the BCM and the steering wheel control switches. If the primary control for the device is inoperative, refer to the appropriate information for the component the steering wheel control switch is functioning. Page 10438 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2050 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 5593 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 10006 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 3538 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1295 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Description and Operation Malfunction Indicator Lamp: Description and Operation MALFUNCTION INDICATOR LAMP (MIL) The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle emissions. Page 2798 Page 2680 Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Case Replacement Ignition Lock Cylinder Case Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the ignition lock cylinder. 3. Remove the ignition switch. 4. Remove the steering column tilt head components. 5. Remove the turn signal switch housing. 6. Remove the turn signal and multifunction switch assembly only. Page 6288 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1761 I/P Components Page 4984 2. With the aid of an assistant, install the muffler assembly to the exhaust insulators. 3. Install the catalytic converter. Page 7774 Fuel Tank Pressure Sensor: Service and Repair FUEL TANK PRESSURE SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Remove the fuel tank pressure sensor (1) from the fuel sender assembly. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to the fuel sender assembly. 2. Install the fuel tank. Page 11486 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4868 Page 7527 Page 2271 Page 12165 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 860 Page 5243 Engine Control Module (ECM) C2 (Part 3) Page 8006 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 11233 Brake Caliper: Service and Repair Brake Caliper Replacement - Front Brake Caliper Replacement - Front Page 5957 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 2715 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1698 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10532 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2400 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9655 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Testing and Inspection Step 1 - Step 9 Thermo Element Replacement Transmission Temperature Sensor/Switch: Service and Repair Thermo Element Replacement Thermo Element Replacement ^ Tools Required J 34094-A Thermo Element Height Gage Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. 3. Remove the thermo element pins (120, 123) and the washers. 4. Remove the thermo element (121) and the thermo element plate (122). Installation Procedure 1. Use the J 34094-A to set the middle thermo pin (123). 2. Install the new thermo element plate (122). 3. Install the pin (120) and the washer. 4. Use the J 34094-A to set the height of the pin and the washer furthest from the accumulator. 5. Use the J 34094-A to set the height of the second pin (120) and the washer. 6. Install the thermo element (121) between the two pins (120). The V in the thermo element (121) must contact the thermo element plate (122). 7. Install the oil pan. Page 12272 Fuse Block - Underhood C2 (Part 2) Page 10486 Page 5112 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5861 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 1250 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 699 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 13094 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 11894 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 4784 Page 4880 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 12618 Disclaimer Page 1087 Page 791 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 2247 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Page 6922 Engine Control Module: Technical Service Bulletins Engine/Transmission - Aftermarket Calibrations INFORMATION Bulletin No.: 09-06-04-026C Date: August 13, 2010 Subject: Identifying Non-GM (Aftermarket) Engine and Transmission Calibrations for V8 Gas Engines Using Tech 2(R) or Global Diagnostic System (GDS) Models: 2006-2011 GM Passenger Cars and Light Duty Trucks (Excluding Saab 9-7X) 2006-2009 HUMMER H2 2006-2010 HUMMER H3 Equipped with V8 Gas Powered Engines Only Attention: This bulletin applies to V8 gas powered engines ONLY. For Duramax(TM) diesel powered engines, refer to the latest version of Corporate Bulletin Number 08-06-04-006G. Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-06-04-026A (Section 06 - Engine/Propulsion System). General Motors is identifying an increasing number of engine, transmission and catalytic converter part failures that are the result of non-GM (aftermarket) engine and transmission control calibrations being used. When alteration to the GM-released engine or transmission control calibrations occurs, it subjects powertrain and driveline components (engine , transmission, transfer case, driveshaft and rear axle) to stresses that were not tested by General Motors. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Warranty coverage is based on the equipment and calibrations that were released on the vehicle at time of sale, or subsequently updated by GM. That's because GM testing and validation matches the calibration to a host of criteria that is essential to assure reliability, durability and emissions performance over the life of the warranty coverage and beyond. Stresses resulting from calibrations different from those tested and released by GM can damage or weaken components, leading to poor performance and or shortened life. Additionally, non-GM (aftermarket) issued engine control modifications often do not meet the same emissions performance standards as GM issued calibrations. Depending on state statutes, individuals who install engine control module calibrations that put the vehicle outside the parameters of emissions certification standards may be subject to fines and/or penalties. This bulletin outlines a procedure to identify the presence of non-GM (aftermarket) calibrations. GM recommends performing this check whenever a hard part failure is seen on internal engine or transmission components, or before an engine assembly or transmission assembly is being replaced under warranty. It is also recommended that the engine calibration verification procedure be performed whenever diagnostics indicate that catalytic converter replacement is indicated. The PQC has a process to confirm the ECM/PCM calibration is GM issued. The PQC will require a picture of the engine calibration verification screen, as outlined in this bulletin, before authorizing any V8 gas powered engine replacement. If a non-GM calibration is found and verification has taken place through GM, the remaining powertrain and driveline warranty will be blocked and notated in GMVIS and the dealership will be notified. This block prevents any UNAUTHORIZED warranty claim submission. 1. Connect the Tech 2(R) to the vehicle. 2. Go to: Diagnostics and build the vehicle. 3. Select: Powertrain. 4. Select: Engine. 5. *Select: Engine Control Module or PCM. 6. *Select: Module ID Information or I/M Information System if the Module ID Information selection is not available. 7. *If "I/M information System" was selected, it may be necessary to select "Vehicle Information" in order to display the calibration information. ‹› If the CVN information is displayed as "N/A", it will be necessary to contact the TCSC to obtain the CVN information. Page 659 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 12626 5. Remove the left side engine mount lower nuts from the frame. 6. Remove the left side transmission mount lower nuts from the frame. 7. Remove the right side engine mount lower nuts from the frame. 8. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 9. Support the rear of the frame (cradle) using an adjustable jackstand. 10. Remove the rear frame bolts from frame. Notice: To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 11. Lower the rear frame (cradle) no more than 76 mm (3 in). Electrical - MIL ON/DTC's Set By Various Control Modules Relay Module: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 8324 Fuel: Specifications GASOLINE OCTANE Use regular unleaded gasoline with a posted octane rating of 87 or higher. If the octane rating is less than 87, you may notice an audible knocking noise when you drive, commonly referred to as spark knock. If this occurs, use a gasoline rated at 87 octane or higher as soon as possible. If you are using gasoline rated at 87 octane or higher and you hear heavy knocking, your engine needs service. GASOLINE SPECIFICATIONS It is recommended that gasoline meet specifications which were developed by automobile manufacturers around the world and contained in the World-Wide Fuel Charter which is available from the Alliance of Automobile Manufacturers at www.autoalliance.org/fuel_charter.htm. Gasoline meeting these specifications could provide improved driveability and emission control system performance compared to other gasoline. CALIFORNIA FUEL If your vehicle is certified to meet California Emission Standards, it is designed to operate on fuels that meet California specifications. See the underhood emission control label. If this fuel is not available in states adopting California emissions standards, your vehicle will operate satisfactorily on fuels meeting federal specifications, but emission control system performance may be affected. The malfunction indicator lamp may turn on and your vehicle may fail a smog-check test. See Malfunction Indicator Lamp. If this occurs, return to your authorized GM dealer for diagnosis. If it is determined that the condition is caused by the type of fuel used, repairs may not be covered by your warranty. ADDITIVES To provide cleaner air, all gasolines in the United States are now required to contain additives that will help prevent engine and fuel system deposits from forming, allowing your emission control system to work properly. In most cases, you should not have to add anything to your fuel. However, some gasolines contain only the minimum amount of additive required to meet U.S. Environmental Protection Agency regulations. General Motors recommends that you buy gasolines that are advertised to help keep fuel injectors and intake valves clean. If your vehicle experiences problems due to dirty injectors or valves, try a different brand of gasoline. Also, your GM dealer has additives that will help correct and prevent most deposit-related problems. Gasolines containing oxygenates, such as ethers and ethanol, and reformulated gasolines may be available in your area to contribute to clean air. General Motors recommends that you use these gasolines, particularly if they comply with the specifications described earlier. NOTICE: Your vehicle was not designed for fuel that contains methanol. Do not use fuel containing methanol. It can corrode metal parts in your fuel system and also damage the plastic and rubber parts. That damage would not be covered under your warranty. Some gasolines that are not reformulated for low emissions may contain an octane-enhancing additive called methylcyclopentadienyl manganese tricarbonyl (MMT); ask the attendant where you buy gasoline whether the fuel contains MMT. General Motors does not recommend the use of such gasolines. Fuels containing MMT can reduce the life of spark plugs and the performance of the emission control system may be affected. The malfunction indicator lamp may turn on. FUELS IN FOREIGN COUNTRIES If you plan on driving in another country outside the United States or Canada, the proper fuel may be hard to find. Never use leaded gasoline or any other fuel not recommended in the previous text on fuel. Costly repairs caused by use of improper fuel would not be covered by your warranty. To check the fuel availability, ask an auto club, or contact a major oil company that does business in the country where you will be driving. Page 7479 Engine Control Module (ECM) C1 (Part 2) Engine Control Module (ECM) C2 Page 8305 Page 10258 2. Install the inlet and outlet auxiliary transmission oil cooler lines (1,2) to the transmission and radiator. 3. Install the support clip (3) to the auxiliary transmission oil cooler lines. 4. Install the auxiliary transmission oil cooler lines to the fan shroud support clip. 5. Install the lower radiator air baffle. 6. Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid, shift complaints, and possible damage to the transaxle. Adjust the fluid level. Page 11282 Brake Master Cylinder: Service and Repair Master Cylinder Reservoir Filling Master Cylinder Reservoir Filling Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Visually inspect the brake fluid level through the brake master cylinder reservoir. 2. If the brake fluid level is at or below the half-full point during routine fluid checks, the brake system should be inspected for wear and possible brake fluid leaks. 3. If the brake fluid level is at or below the half-full point during routine fluid checks, and an inspection of the brake system did not reveal wear or brake fluid leaks, the brake fluid may be topped-off up to the maximum-fill level. 4. If brake system service was just completed, the brake fluid may be topped-off up to the maximum-fill level. 5. If the brake fluid level is above the half-full point, adding brake fluid is not recommended under normal conditions. 6. If brake fluid is to be added to the master cylinder reservoir, clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. Use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Page 12669 12. Remove the right side engine mount bracket bolts. 13. Remove the right side engine mount and bracket from the vehicle. 14. Disconnect the power steering cooler pipe/hose from the gear. 15. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 16. Disconnect the power steering cooler pipe/hose from the return line. 17. Remove the power steering cooler pipe/hose assembly from the vehicle. 18. Connect the power steering cooler pipe/hose to the return line and install clamp. 19. Connect the power steering cooler pipe/hose to the gear. 20. Install the right side engine mount with the bracket to the vehicle. 21. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb-ft.). 22. Raise the rear of the frame (cradle) using an adjustable jackstand. 23. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb-ft). 24. Remove the adjustable jackstand from under the frame. 25. Lower the transmission and remove support~. Page 6756 Page 10499 Page 10089 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5282 Page 5079 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5489 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 2154 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Page 7462 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 7406 Page 6507 For vehicles repaired under warranty, use the table. Disclaimer Page 2874 Seat Belt Buckle Switch: Diagrams Seat Belt Switch - Driver Seat Belt Switch - Passenger Page 12249 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 672 Page 5895 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 9289 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 5636 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 2990 Verify Original Equipment Condition of the Vehicle - Verify that Original Equipment Tires and Wheels or Official GM Accessory Tires and Wheels are on the vehicle. - Verify that aftermarket suspension "Lift" or "Lowering" Kits or other suspension alterations have NOT been done to the vehicle. - Check for accidental damage to the vehicle; for example, severe pothole or curb impacts, collision damage that may have affected the wheel alignment of the vehicle; e.g., engine cradles, suspension control arms, axles, wheels, wheel covers, tires may show evidence of damage/impact. - Check to be sure vehicle has seen "Normal Use" rather than abuse; e.g., very aggressive driving may show up by looking at the tires and condition of the vehicle. - Check for other additional equipment items that may significantly affect vehicle mass such as large tool boxes, campers, snow plow packages (without the snowplow RPO), etc., especially in trucks and cutaway/incomplete vehicles. Significant additional mass can affect trim height and wheel alignment of the vehicle and may necessitate a customer pay wheel alignment when placed semi-permanently in the vehicle (Upfitter instructions are to realign the vehicle after placement of these types of items. (This typically applies to trucks and incomplete vehicles that can be upfit with equipment such as the above.) Customer Concerns, "Normal Operation" Conditions and "Mileage Policy" Possible Concerns The following are typical conditions that may require wheel alignment warranty service: 1. Lead/Pull: defined as "at a constant highway speed on a typical straight road, the amount of effort required at the steering wheel to maintain the vehicle's straight heading." Important Please evaluate for the condition with hands-on the steering wheel. Follow the "Vehicle Leads/Pulls" diagnostic tree located in SI to determine the cause of a lead/pull concern. Lead/Pull concerns can be due to road crown or road slope, tires, wheel alignment or even in rare circumstances a steering gear issue. Lead/pull concerns due to road crown are considered "Normal Operation" and are NOT a warrantable condition -- the customer should be advised that this is "Normal Operation." Important Some customers may comment on a "Lead/Pull" when they hold the steering wheel in a level condition. If so, this is more likely a "steering wheel angle" concern because the customer is "steering" the vehicle to obtain a "level" steering wheel. 2. Steering wheel angle to the left or right (counter-clockwise or clockwise, respectively): Defined as the steering wheel angle (clocking) deviation from "level" while maintaining a straight heading on a typical straight road. 3. Irregular or Premature tire wear: Slight to very slight "feathering" or "edge" wear on the shoulders of tires is NOT considered unusual and should even out with a tire rotation; if the customer is concerned about a "feathering" condition of the tires, the customer could be advised to rotate the tires earlier than the next scheduled mileage/maintenance interval (but no later than the next interval). Be sure to understand the customer's driving habits as this will also heavily influence the tire wear performance; tire wear from aggressive or abusive driving habits is NOT a warrantable condition. Important Slight or mild feathering, cupping, edge or heel/toe wear of tire tread shoulders is "normal" and can show up very early in a tire/vehicle service mileage; in fact, some new tires can show evidence of feathering from the factory. These issues do NOT affect the overall performance and tread life of the tire. Dealer personnel should always check the customer's maintenance records to ensure that tire inflation pressure is being maintained to placard and that the tires are being rotated (modified-X pattern) at the proper mileage intervals. Wheel alignments are NOT to be performed for the types of "Normal" Tire Feathering shown in Figures 1-4 below. Page 9950 Page 9183 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 4497 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 6293 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9954 Page 3331 Tighten the clamps until the torque cap breaks off of the clamp. 8. Clean the fluid from the underbody of the vehicle. 9. Lower the vehicle. 10. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to Checking and Adding Power Steering fluid in SI. 11. Check the power steering fluid level and bleed the system. Refer to Power Steering System bleeding in SI. V8 Engine Important: The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the vehicle. 3. Remove the power steering cover pipe/hose from the retaining clips on the frame. 4. Disconnect both stabilizer shaft links. Page 10345 8. Lower the vehicle. Page 107 Arrows and Symbols ARROWS AND SYMBOLS Page 4492 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 13157 7. Use 3 wheel nuts in order to attach the J 42129 to the wheel bearing/hub. 8. Use the J 42129 in order to push the wheel drive shaft out of the wheel bearing/hub. 9. Remove and DISCARD the wheel bearing/hub bolts. Remove the J 42129 from the hub. 10. Important: Ensure that the wheel drive shaft outer seal/boot is not damaged. Remove the wheel bearing/hub and splash shield-noting the position of the shield for re-installation. Installation Procedure 1. Install the wheel bearing/hub with the splash shield as noted during removal. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 10078 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5460 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 3602 Fuse Block: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Description and Operation Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-Volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 7913 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 5951 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8249 Page 3982 5. Install the engine harness clip to the engine bracket. 6. Connect the intake manifold tuning valve electrical connector. 7. Install the intake manifold cover. Page 6322 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Service and Repair Vacuum Brake Booster Check Valve: Service and Repair Vacuum Brake Booster Check Valve and/or Hose Replacement (3.5l, 3.9L) Page 3253 Disclaimer Page 1829 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 6386 Spark Plug: Application and ID SPARK PLUG TYPE GM P/N ................................................................................................................................................ .............................................................. 12591131 AC Delco P/N ...................................................................................................................................... ................................................................... 41-100 Locations Transmission Mode Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 9210 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 4073 12. Remove the heated oxygen sensor (HO2S) electrical connector clip (1) from the ignition coil bracket. 13. Remove the ignition coil bracket nuts (2). 14. Remove the ignition coil bracket bolts (1). 15. Remove the ignition coil. Page 3152 Important Before installing the new gaskets, make sure that the mating surfaces on the crossover manifold and cylinder head are completely clean and that NO OIL or OIL RESIDUE exists. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 7902 Page 8089 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Line/Hose: All Technical Service Bulletins Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 3762 4. Press the set/reset button to allow the system to learn the tire positions. The horn will sound twice to indicate the receiver is ready, and the "TIRE LEARNING ACTIVE" message will display. The TPMS system is ready for the sensor matching process to begin. 5. Start with the driver's side front tire. 6. Remove the valve cap from the tire's valve stem. Activate the TPMS sensor by increasing or decreasing the tire's air pressure for five seconds, or until a horn chirp sounds. The horn chirp, which may take up to 30 seconds to sound, confirms that the sensor identification code has been matched to the tire/wheel position. To decrease the tire's air-pressure use the pointed end of the valve cap, a pencil-style air pressure gage, or a key. 7. Proceed to the passenger's side front tire, and repeat the procedure in Step 6. 8. Proceed to the passenger's side rear tire, and repeat the procedure in Step 6. 9. Proceed to the driver's side rear tire, and repeat the procedure in Step 6. 10. After hearing the confirming horn chirp for the driver's side rear tire, the tire learning process ends. Turn the ignition switch to OFF. 11. Set all four tires to the recommended air pressure level as indicated on the tire and loading information label. 12. Put the valve caps back on the valve stems. Page 9098 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor Grommet Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting: ^ Place the sensors cap and valve on a dry clean surface after removal, the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ Position the bead breaking fixture 90 degrees from the valve stem when separating the tire bead from the wheel. ^ Position the mounting/dismounting head so the tire iron, or pry bar can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, replace the sensor. Refer to Tire Pressure Sensor Replacement. Also remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the sensor from the wheel hole. 6. Remove the sensor grommet from the valve stem. Installation Procedure 1. Clean any dirt or debris from the grommet sealing areas. 2. Install the grommet on the sensor valve stem. 3. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 4. Notice: Refer to Fastener Notice in Service Precautions. Page 12732 Air Bag(s) Arming and Disarming: Service and Repair Arming and Disarming SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Body Control System Body Control Module: Description and Operation Body Control System BODY CONTROL SYSTEM DESCRIPTION AND OPERATION The body control system consists of the body control module (BCM), communications, and various input and outputs, some outputs and messages requesting other modules to interact with the BCM. Battery positive voltage is provided to the BCM from the BCM fuse in the underhood fuse block. The module has two grounds at G202. The BCM is wired to the GMLAN High speed serial data buss and the GMLAN Low speed serial data buss and acts as a gateway between them. The BCM also has discrete input and output terminals to control the vehicle's body functions. If the BCM does not communicate the vehicle will not start due to the inability of the Engine/Powertrain Control Module (ECM/PCM) and Vehicle Theft Deterrent (VTD) Control Module to communicate without the BCM providing the gateway function. Power Mode Master This vehicles BCM functions as the power mode master (PMM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. Refer to Power Mode Description and Operation for a complete description of power mode functions. Serial Data Gateway The BCM in this vehicle functions as a gateway or translator. The purpose of the gateway is to translate serial data messages between the GMLAN high speed buss and the GMLAN low speed buss for communication between the various modules. The gateway will interact with each network according to that network's transmission protocol. All communication between the BCM and scan tools is on the High speed GMLAN serial data circuits. A lost communication DTC typically is set in modules other than the module with a communication failure. Body Control Module The various BCM input and output circuits are described in the corresponding functional areas indicated on the BCM electrical schematics. The BCM related systems include, but are not limited to the following: Chimes-Refer to Audible Warnings Description and Operation. - Content theft deterrent-Refer to Theft Systems Description and Operation. - Exterior lighting-Refer to Exterior Lighting Systems Description and Operation. - Instrument cluster indicator control-Refer to Instrument Panel Cluster (IPC) Description and Operation. - Interior lighting-Refer to Interior Lighting Systems Description and Operation. - Power Windows-Refer to Power Windows Description and Operation. - Remote function control-Refer to Keyless Entry System Description and Operation. - Remote Start-Refer to Keyless Entry System Description and Operation. - Retained accessory power (RAP)-Refer to Retained Accessory Power (RAP) Description and Operation. - Seat belt use sensing-Refer to Seat Belt System Description and Operation. - Vehicle theft deterrent-Refer to Vehicle Theft Deterrent (VTD) Description and Operation. - Wiper/Washer System functions-Refer to Wiper/Washer System Description and Operation. Page 9961 Page 5126 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 7104 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9028 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 11998 Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Page 12906 Do Not Replace coil-over shock absorbers displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the lower shock absorber tube or the coil-over shock absorber components and not originating from the shaft seal (located at the top of the coil-over shock tube). 2. Light film/residue on the shock absorber tube, but not on the spring seat and originating from the shaft seal. Replace coil-over shock absorbers displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the lower shock tube and originating from the shaft seal. 4. An extreme, wet film of oil covering the shock absorber tube and pooling in the spring seat and originating from the shaft seal. Struts Do Not Replace Struts displaying condition 1 or 2 levels of seepage. 1. Oil or fluid residue only on the bottom of the strut tube or on other strut components and not originating from the shaft seal. 2. Light film/residue on the strut tube, but not on the spring seat and originating from the shaft seal. Replace Struts displaying conditions 3 and 4 levels of leaks. 3. Oil drip or trail down the strut tube and originating from the shaft seal (located at the top of the strut tube). 4. Extreme wet film of oil covering the strut tube and pooling in the spring seat and originating from the shaft seal. Correction Use the information published in SI for diagnosis and repair. Use the applicable published labor operation. Disclaimer Page 7057 Page 1214 Engine Control Module: Service and Repair ENGINE CONTROL MODULE (ECM) REPLACEMENT Service of the engine control module (ECM) should normally consist of either replacement of the ECM or electrically erasable programmable read only memory (EEPROM) programming. If the diagnostic procedures call for ECM replacement, inspect the ECM first to see if the replacement is the correct part. If the ECM is faulty, remove the ECM and install the new service ECM. The new service ECM will not be programmed. You must program the new ECM. DTC P0602 indicates the EEPROM is not programmed or has malfunctioned. NOTE: - In order to prevent any possible electrostatic discharge damage to the ECM, do not touch the connector pins or the soldered components on the circuit board. - Always turn the ignition off when installing or removing the ECM connectors in order to prevent damage to the components. Removal Procedure IMPORTANT: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100 percent. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5,000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life, if required. 2. Disconnect the negative battery cable. 3. Remove the left front inner fender brace. 4. Remove the air cleaner assembly. 5. Disconnect the ECM electrical connectors (2). Page 7324 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 13203 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3001 Alignment: Description and Operation Caster Description Caster Description Caster is the tilting of the uppermost point of the steering axis either forward or backward, when viewed from the side of the vehicle. A backward tilt is positive (+) and a forward tilt is negative (-). Caster influences directional control of the steering but does not affect the tire wear. Caster is affected by the vehicle height, therefore it is important to keep the body at its designed height. Overloading the vehicle or a weak or sagging rear spring will affect caster. When the rear of the vehicle is lower than its designated trim height, the front suspension moves to a more positive caster. If the rear of the vehicle is higher than its designated trim height, the front suspension moves to a less positive caster. With too little positive caster, steering may be touchy at high speed and wheel returnability may be diminished when coming out of a turn. If one wheel has more positive caster than the other, that wheel will pull toward the center of the vehicle. This condition will cause the vehicle to pull or lead to the side with the least amount of positive caster. Camber Description Camber Description Camber is the tilting of the wheels from the vertical when viewed from the front of the vehicle. When the wheels tilt outward at the top, the camber is positive (+). When the wheel tilts inward at the top, the camber is negative (-). The amount of tilt is measured in degrees from the vertical. Camber settings influence the directional control and the tire wear. Too much positive camber will result in premature wear on the outside of the tire and cause excessive wear on the suspension parts. Too much negative camber will result in premature wear on the inside of the tire and cause excessive wear on the suspension parts. Unequal side-to-side camber of 1 degree or more will cause the vehicle to pull or lead to the side with the most positive camber. Toe Description Page 6001 Page 12021 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8323 Fuel: Technical Service Bulletins Fuel System - E85 Refueling Station Information Bulletin No.: 06-06-04-030 Date: May 15, 2006 INFORMATION Subject: Locations of E85 Refueling Stations and Expanded E85 Information Models: 2007 and Prior GM Cars and Trucks Equipped for Flexible Fuel (E85) Attention: U.S. dealers - This bulletin should be directed to the Sales Manager as well as the Service Manager. Copies of this bulletin may be given to customers purchasing or considering the purchase of E85 capable vehicles, and may be left or posted in customer waiting areas. Canadian dealers - This bulletin is intended for the U.S. Market and provides only limited information relevant to the Canadian market. Customer Questions, Concerns and Refueling Locations for E85 Fuel Extensive information on E85 Ethanol based fuels can be found at www.livegreengoyellow.com . This General Motors site contains vital information that anticipates and answers customer questions and concerns about E85 fuel. Part of the information is a useful link that provides the location nationally of all E85 refueling stations. Disclaimer Page 5699 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 3456 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 3273 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 2707 Arrows and Symbols ARROWS AND SYMBOLS Page 797 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 7381 Body Control Module: Description and Operation Retained Accessory Power (RAP) RETAINED ACCESSORY POWER (RAP) DESCRIPTION AND OPERATION SERIAL DATA CONTROL OF RETAINED ACCESSORY POWER (RAP) The modules receive the power mode message from the body control module (BCM) over the serial data circuits, indicating when the retained accessory power (RAP) power mode is current. The BCM monitors the ignition switch position, battery condition and passenger compartment doors status to determine whether RAP should be initiated. The modules then support the operation of the systems under their control as required by their RAP power mode operation. Components and systems that are active in RAP are also activated anytime the ignition is any position other than OFF. RAP will end when one of the following conditions is met: The BCM receives an input indicating the opening of any passenger compartment door after the ignition key is out of the ignition. IMPORTANT: The only door that will turn off the radio during RAP is the driver door. This is a function of the radio and will still turn off after the time limit. - The BCM internal timer for the RAP expires after approximately 10 minutes. - The BCM detects a decrease in battery capacity below a prescribed limit. The BCM then sends a serial data power mode message ending the RAP function. RELAY CONTROL OF RETAINED ACCESSORY POWER (RAP) The BCM keeps the RAP relay energized during all power modes, except Off-Awake and Crank. The relay is also energized for approximately 10 minutes after shutting the ignition OFF and removing the key, providing no door is opened. The devices powered by the accessory relay during the retained accessory power (RAP) power mode are the sunroof, power window switches and BTSI/Park Lock. Page 6799 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 11644 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6708 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2433 Page 9476 Page 33 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 10060 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 3813 up, allowing tire air pressure to increase above the threshold causing the light to go off. Properly adjusting all tire air pressures to the recommended levels will correct this (Refer to the Tire and Loading Information Label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". For more detailed information, refer to Corporate Bulletin Number 07-03-16-004C and TPMS Training Course 13044.12T2. Tire Pressure Light At key on, without starting the vehicle: Steady Solid Glowing TPM Indicator If the TPM indicator appears as a steady glowing yellow lamp (as above), the system is functioning properly and you should add air to the tires to correct this condition. Blinking TPM Indicator If the TPM indicator appears as a BLINKING yellow lamp for one minute and then stays on solid, diagnostic service is needed. The Effect of Outside Temperature on Tire Pressures Important: As a rule of thumb, tire pressure will change about 7kPa (1 psi) for every 6°C (10°F) decrease in temperature - Tire pressure will drop when it gets colder outside, and rise when it gets warmer. Under certain situations such as extreme outside temperature changes, the system may bring on a solid light with a check tire pressure message. This should be considered normal and the system is working properly. The light will turn off upon adding the proper amount of air to the tires (refer to the Tire & Loading Information label in the driver's door opening). When properly adjusting tire air pressure, the following steps are important to help optimize the system and prolong bringing a tire pressure light on: ^ Use an accurate, high quality tire pressure gauge. ^ Never set the tire pressure below the specified placard value regardless of tire temperature or ambient temperature. ^ Tire pressure should be set to the specified placard pressure at the lowest seasonal temperature the vehicle will encounter during operation. Page 12535 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Diagram Information and Instructions Accessory Delay Module: Diagram Information and Instructions Electrical Symbols Page 415 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: Page 11429 21. If replacing the cable assembly, perform the following: 1. Cut the tie straps and electrical tape attaching the battery current sensor to the battery cable. 2. Squeeze the cable branches together. 3. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE 1. If the cable assembly was replaced, perform the following: 1. Slide the battery current sensor (1) onto the battery cable. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive cable terminal. Underhood Fuse Block Fuse: Application and ID Underhood Fuse Block Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 2253 5. Install the HO2S electrical connector clip to the heat shield. 6. Lower the vehicle. Page 701 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 3124 2. Install the filter (100). 3. Install the gasket (25) and the oil pan (24). Page 4320 4. Remove the engine oil pressure sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil pressure sensor. Tighten the sensor to 16 Nm (12 ft. lbs.). Page 10968 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Specifications Piston Ring: Specifications Piston Ring End Gap First Compression Ring ............................................................................................................................................. 0.15 0.30 mm (0.006 - 0.011 inch) Second Compression Ring ........................................................................................................................................ 0.25 - 0.45 mm (0.009 - 0.017 inch) Oil Control Ring .......................................................................................................................................................... 0.15 - 0.65 mm (0.06 - 0.025 inch) Piston Ring to Groove Clearance First Compression Ring ........................................................................................................................................... 0.03 0.065 mm (0.001 - 0.002 inch) Second Compression Ring .................................................................................................................................... 0.02 - 0.055 mm (0.0007 - 0.002 inch) Oil Control Ring .......................................................................................... .................................................................................... 0.01 mm (0.004 inch) Piston Ring Thickness First Compression Ring ......................................................................................................................................... 1.175 1.190 mm (0.046 - 0.047 inch) Second Compression Ring ................................................................................................................................................. 1.475 1.490 mm (0.058 inch) Oil Control Ring - Maximum ........................................................................................................................................................... 2.50 mm (0.098 inch) Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer Page 898 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10576 Transmission Cooler: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 9965 Service and Repair Catalyst Shield: Service and Repair Catalytic Converter Heat Shield Replacement Removal Procedure 1. Remove the catalytic converter. 2. Remove the heated oxygen sensor (HO2S) wiring harness from the clips on the catalytic converter heat shield. 3. Drill out the catalytic converter heat shield rivets. 4. Remove the catalytic converter heat shield. Installation Procedure Page 3306 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Page 7385 CIRCUIT/SYSTEM TESTING 1. Ignition OFF, remove the RAP relay. 2. Test for less than 1.0 ohm of resistance between the relay coil ground circuit and ground. - If greater than 1.0 ohm, test the ground circuit for an open/high resistance. 3. Connect a test lamp between the RAP relay control circuit and ground. 4. Command the RAP relay ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded states. - If the test lamp remains ON all the time, test for a short to voltage on the relay coil control circuit. If the circuit tests normal, replace the BCM. - If the test lamp remains OFF all the time, test for a short to ground or open/high resistance on the relay coil control circuit. If the circuit tests normal, replace the BCM. 5. If all circuits test normal, test or replace the RAP relay. COMPONENT TESTING Relay Test 1. Ignition OFF, disconnect the RAP relay. 2. Test for 70-110 ohms of resistance between terminals 85 and 86. - If the resistance is not within the specified range, replace the relay. 3. Test for infinite resistance between the following terminals: - 30 and 86 - 30 and 87 - 30 and 85 - 85 and 87 - If less than infinite, replace the relay. 4. Install a 20 amp fused jumper wire between relay terminal 85 and 12 volts. Install a jumper wire between relay terminal 86 and ground. Test for less than 2.0 ohms of resistance between terminals 30 and 87. If greater than 2.0 ohms, replace the relay. REPAIR INSTRUCTIONS Perform the Diagnostic Repair Verification after completing the repair. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Control Module References for module replacement, setup, and programming. Page 1851 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 3808 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Page 4199 7. Using the jackstands, raise the right side of the frame to the original position. 8. Install the right side frame bolts and tighten the left and right side frame bolts. 9. Remove the jackstands from under the frame. 10. Install the right side stabilizer link. 11. Install the right side outer tie rod to the steering knuckle. 12. Install the right side lower ball joint to the steering knuckle. 13. Position the engine mount and bracket to the oil pan. 14. Install the engine mount bracket bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 15. Install the steering shaft intermediate pinch bolt. 16. Lower the vehicle. 17. Using the engine support fixture, lower the engine. 18. Raise the vehicle. 19. Install the rear transaxle brace to engine/oil pan bolts. Tighten the bolts to 63 Nm (46 ft. lbs.). Page 11494 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 12869 ^ An alignment tab (2) for installing into the adapter and bearing assembly ^ A view of the inside of the connector 7. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 8. Install the connector to the sensor. 9. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A raised rotor flange cuff (5) ^ An alignment mark (4) for installation 10. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 11. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 12. Install the connector to the sensor. 13. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A raised rotor flange cuff (4) ^ An alignment mark (3) for installation 14. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 15. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. Page 2098 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5954 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7655 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 811 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 3530 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 2081 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1030 Page 11523 Page 12350 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 9299 Page 4285 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Page 2526 Page 11842 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 4286 Lubricate the inside of the crankshaft front oil seal (1) with clean engine oil. Then install the seal to the installer body (2). Align the oil seal and installer body (1) with the engine front cover and crankshaft. Before installing the force screw, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit, to the force screw. Install the drive nut (4) onto the threaded force screw shaft (5), washer (3), and bearing (2). Then install to the installer body (1) and tighten the force screw to the crankshaft by hand. Page 7988 Page 13095 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 2412 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4809 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 1520 Sunroof Switch (With RPO Code CF5) Page 10055 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8026 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5938 Conversion - English/Metric (Part 1) Page 11786 Page 7920 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9953 Page 5514 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12266 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 10581 Transmission Internal Mode Switch Connector, Wiring Harness Side Page 7002 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 9365 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 1886 Page 6838 Data Link Connector: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 8522 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 8020 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 10953 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4109 Tighten the bolt to 50 Nm (37 ft. lbs.). 3. Install the drive belt. Page 11453 Page 10921 Page 6143 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Specifications Temperature vs Resistance - Engine Coolant Temperature (ECT) Sensor Page 4443 For vehicles repaired under warranty, use the table. Disclaimer Page 9623 Page 9004 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7612 Page 9763 Page 9266 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5113 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Drive Belt Chirping Diagnosis Step 1 - Step 10 Page 7042 Page 4654 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: All Technical Service Bulletins Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 2239 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 13046 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Page 5688 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9007 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 9431 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7195 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 203 Page 8307 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5414 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 8434 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 721 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4512 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 106 Page 10846 Page 2486 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 12968 ^ When adding proper tire air pressure, it is important to remember fluctuations in outside air temperatures and tire temperatures effect tire air pressures. ^ After you have added the proper tire pressure, if the vehicle has a DIC (after the system has updated), check to see if DIC displays are the same readings as the tire pressure gauge used (adjust as necessary). ^ Only perform a TPM sensor re-learn after a tire rotation or system part replacements and use the Tech 2(R) to initiate the relearn whenever possible to avoid invalid sensor I.D. learns. Important: Always take outside temperature and tire temperature into consideration to properly set tire pressures. Foe example, on colder days (20°F/-7°C), if setting tire pressure when the vehicle has been indoors (60°F/16°C) or the tires are warm from being driven, it will be necessary to compensate for the low outside temperature by adding 21-27 kPa (3-4 psi) more then the placecard pressure. At some later time, when the vehicle has been parked outside for a while, the tires will cool off and the pressures will drop back into the placecard range. Important: Recently, nitrogen gas (for use in inflating tires) has become available to the general customer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. Tires inflated with nitrogen gas may exhibit less of a pressure change in response to outside temperature changes. Nitrogen gas inflation is compatible with GM TPM sensors. For additional information, refer to Corporate Service Bulletin 05-03-10-020C. Important: All Models (Except the Pontiac Vibe): Do not perform a TPM relearn at PDI, the system has already been set at the Assembly Plant. Do not perform a TPM relearn after adding air to the tires. The low tire light is similar to the low fuel indicator and adding something (fuel, air) to the vehicle makes that light turn back off again. Note that because of system behavior, some vehicles must be driven a short distance before the sensors recognize the increase in pressure and turns the light off again. Pontiac Vibe Only: Do not use the TPMS reset button to turn off the light. The system will update and light will turn off when all tire pressures have been adjusted followed by short distance drive. Important: All models (except the Pontiac Vibe): Each tire monitor sensor is learned to a specific vehicle corner. When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or Module), always use the Tech2(R) to initiate the J 46079 relearned process. Tech 2(R) - initiated relearns lock out other vehicle TPM signals that may be broadcasting in the area. Only signals initiated by the J 46079 tool will be accepted. This method avoids storing false TPM I.D.s and will prevent customers from returning with dashes (--) displayed in tire pressure readouts and/or a flashing tire pressure monitor (TPM) light. Checking the four TPM I.D.s with the Tech 2(R) prior to and following relearn to verify they are the same can prevent invalid I.D. learns. Pontiac Vibe Only: Tire Monitor Sensors are not learned to a specific vehicle corner. Do not perform a TPM Reset after tire rotation. The TPMS Reset button must only be used during pre-delivery inspection by the dealer to initialize the system (after all tire pressures have been adjusted properly) or when a Tire Pressure Monitor System component is replaced. The J 46079 tool does not work on Vibe TPM sensors. A TPMS relearn on Vibe must be preformed with a Tech 2(R) to set the TPMS Module in learn mode. The TPMS sensor IDs are entered through the Tech 2(R). Refer to SI for further Vibe TPMS information. Labor Operation and Repair Order/Warranty System Claim Required Documentation Important: The ONLY time labor operation E0726 or E0722 should be used is to diagnose for a system issue. That should ONLY occur if, at key ON, without starting the engine, the Tire Pressure Monitor (TPM) blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC) If that occurs, a TPM system problem exists and the system will have set a DTC. If one of these operastions is used, the following Repair Order and Warranty System documentation are required: ^ Document the customer complaint on the Repair Order. ^ Document the TPMS DTC that has set on the Repair Order. ^ Enter the TPMS DTC in the Warranty System (WINS) in the Failure Code/DTC field on the claim submission (refer to the Claims Processing Manual, Section IV, Warranty claim Data, Page 6, Item G). If the above information is not documented on the Repair Order and Warranty System, the claim may be rejected. If the Warranty Parts Center (WPC) generates a request, this repair order documentation must be sent back. Page 10313 For vehicles repaired under warranty, use the table. Disclaimer Page 5088 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5669 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10661 3. Install the ball check valves (372 and 373) into the valve body. Use the J 36850 to retain the ball check valves in their proper locations. 4. Important: Do NOT use impact type tools on the valve body or on the oil pump. Install the spacer plate/gasket assembly (396) and the valve body (300). Body Control System Body Control Module: Description and Operation Body Control System BODY CONTROL SYSTEM DESCRIPTION AND OPERATION The body control system consists of the body control module (BCM), communications, and various input and outputs, some outputs and messages requesting other modules to interact with the BCM. Battery positive voltage is provided to the BCM from the BCM fuse in the underhood fuse block. The module has two grounds at G202. The BCM is wired to the GMLAN High speed serial data buss and the GMLAN Low speed serial data buss and acts as a gateway between them. The BCM also has discrete input and output terminals to control the vehicle's body functions. If the BCM does not communicate the vehicle will not start due to the inability of the Engine/Powertrain Control Module (ECM/PCM) and Vehicle Theft Deterrent (VTD) Control Module to communicate without the BCM providing the gateway function. Power Mode Master This vehicles BCM functions as the power mode master (PMM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. Refer to Power Mode Description and Operation for a complete description of power mode functions. Serial Data Gateway The BCM in this vehicle functions as a gateway or translator. The purpose of the gateway is to translate serial data messages between the GMLAN high speed buss and the GMLAN low speed buss for communication between the various modules. The gateway will interact with each network according to that network's transmission protocol. All communication between the BCM and scan tools is on the High speed GMLAN serial data circuits. A lost communication DTC typically is set in modules other than the module with a communication failure. Body Control Module The various BCM input and output circuits are described in the corresponding functional areas indicated on the BCM electrical schematics. The BCM related systems include, but are not limited to the following: Chimes-Refer to Audible Warnings Description and Operation. - Content theft deterrent-Refer to Theft Systems Description and Operation. - Exterior lighting-Refer to Exterior Lighting Systems Description and Operation. - Instrument cluster indicator control-Refer to Instrument Panel Cluster (IPC) Description and Operation. - Interior lighting-Refer to Interior Lighting Systems Description and Operation. - Power Windows-Refer to Power Windows Description and Operation. - Remote function control-Refer to Keyless Entry System Description and Operation. - Remote Start-Refer to Keyless Entry System Description and Operation. - Retained accessory power (RAP)-Refer to Retained Accessory Power (RAP) Description and Operation. - Seat belt use sensing-Refer to Seat Belt System Description and Operation. - Vehicle theft deterrent-Refer to Vehicle Theft Deterrent (VTD) Description and Operation. - Wiper/Washer System functions-Refer to Wiper/Washer System Description and Operation. Page 9867 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 11278 8. Using a smooth, round-ended tool, depress the primary piston (2) and install the new piston retainer. 9. Install the master cylinder reservoir to the master cylinder. 10. Install the reservoir cap and diaphragm to the reservoir. 11. Install the master cylinder to the vehicle. Page 9795 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2080 Passenger Car Zoning PASSENGER CAR ZONING Page 3873 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Locations Sunroof / Moonroof Switch: Locations Headliner Components - Bottom View Page 4126 2. Install the engine mount bracket to mount nuts. Tighten the nuts to 50 Nm (37 ft. lbs.). 3. Install the engine mount. Engine Mount Replacement Engine Mount Replacement Removal Procedure 1. Remove the tire and wheel. 2. Remove the engine splash shield. 3. Remove the engine mount to frame nuts. 4. Place an adjustable jack and a block of wood under the oil pan. 5. Remove the engine mount bracket bolts. Page 6066 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Lower Control Arm Bushings Replacement (Vertical) Control Arm Bushing: Service and Repair Lower Control Arm Bushings Replacement (Vertical) Lower Control Arm Bushings Replacement (Vertical) Tools Required ^ J 21474-01 Control Arm Bushing Set ^ J 21474-271/2 Inch Puller Bolt Thrust Bearing ^ J 21474-2Bushing Installer Remover ^ J 21474-4Nut ^ J 21474-13 Control Arm Bushing Installer ^ J 23444-A High Pressure Lubricant ^ J 34126 Driven Sprocket Support Bearing Installer ^ J 35379 Front Knuckle Support Removal Procedure 1. Remove the lower control arm. 2. Secure the lower control arm in a vice. 3. Mark the lower control arm along the flat edge of the bushing flange. 4. Important: Apply J 23444-A or equivalent to the threads of J 21474-27. Assemble the following bushing removal tools as shown: 1 J 21474-27 2 J 21474-13 3 J 34126 4 J 35379 5 J 21474-2 6 J 21474-4 5. Tighten J 21474-4. Page 9387 Crankshaft Position (CKP) Sensor Page 9808 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4918 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 1869 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 6926 Engine Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 8659 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3627 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3902 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 5119 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 10413 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1925 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9888 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 6614 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11445 Battery Current Sensor: Service and Repair BATTERY CURRENT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 2. Remove the positive and negative battery cable. 3. Cut the tie straps and electrical tape attaching the battery current sensor to the positive battery cable. 4. Squeeze the positive and negative battery cable branches together. 5. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE Page 11830 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Description and Operation Fuel Filler Cap: Description and Operation FUEL FILLER CAP NOTE: If a fuel tank filler cap requires replacement, use only a fuel tank filler cap with the same features. Failure to use the correct fuel tank filler cap can result in a serious malfunction of the fuel and EVAP system. The fuel fill pipe has a tethered fuel filler cap. A torque-limiting device prevents the cap from being over tightened. To install the cap, turn the cap clockwise until you hear audible clicks. This indicates that the cap is correctly torqued and fully seated. A built-in device indicates that the fuel filler cap is fully seated. A fuel filler cap that is not fully seated may cause a malfunction in the emission system. Page 3335 29. Connect both stabilizer shaft links. 30. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 31. Clean power steering fluid from the underbody of the vehicle. 32. Remove the drain pan. 33. Lower the vehicle. 34. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid in SI. Page 11627 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1175 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 3789 Frequently Asked Questions Disclaimer Page 2821 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 6885 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6554 Page 8918 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 1094 Body Control Module (BCM) C3 (Part 1) Page 2866 Impact Sensor: Description and Operation Inflatable Restraint Side Impact Sensor (SIS) INFLATABLE RESTRAINT SIDE IMPACT SENSOR (SIS) The side impact sensor (SIS) contains a sensing device which monitors vehicle acceleration and velocity changes to detect side collisions that are severe enough to warrant air bag deployment. The SIS is not part of the deployment loop, but instead provides an input to the inflatable restraint sensing and diagnostic module (SDM). The SDM contains a microprocessor that performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the deployment loops deploying the side and the roof rail air bags. Page 5524 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5900 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 3371 Disclaimer Page 3593 Page 6280 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8653 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 6201 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 11988 Disclaimer Page 1182 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 12139 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7851 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 3618 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 8325 Fuel: Testing and Inspection ALCOHOL/CONTAMINANTS-IN-FUEL DIAGNOSIS TEST DESCRIPTION Water contamination in the fuel system may cause driveability conditions such as hesitation, stalling, no start, or misfires in one or more cylinders. Water may collect near a single fuel injector at the lowest point in the fuel injection system and cause a misfire in that cylinder. If the fuel system is contaminated with water, inspect the fuel system components for rust or deterioration. Ethanol concentrations of greater than 10 percent can cause driveability conditions and fuel system deterioration. Fuel with more than 10 percent ethanol could result in driveability conditions such as hesitation, lack of power, stalling, or no start. Excessive concentrations of ethanol used in vehicles not designed for it may cause fuel system corrosion, deterioration of rubber components, and fuel filter restriction. SYSTEM VERIFICATION - The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be detected. The sample should be bright and clear. If the sample appears cloudy, or contaminated with water, as indicated by a water layer at the bottom of the sample, perform the Particulate Contaminants in Fuel Testing Procedure. - If alcohol contamination is suspected, perform the Alcohol in Fuel Testing procedure. ALCOHOL IN FUEL TESTING WITH SPECIAL TOOL 1. Test the fuel composition using J 44175 and Instruction data. 2. If water appears in the fuel sample, clean the fuel system. 3. Subtract 50 from the reading on the DMM in order to obtain the percentage of alcohol in the fuel sample. 4. If the fuel sample contains more than 15 percent ethanol, add fresh, regular gasoline to the vehicle's fuel tank. 5. Test the fuel composition. 6. If testing shows the ethanol percentage is still more than 15 percent, replace the fuel in the vehicle. ALCOHOL IN FUEL TESTING WITHOUT SPECIAL TOOL 1. Using a 100 ml (3.38 oz) specified cylinder with 1 ml (0.034 oz) graduation marks, fill the cylinder with fuel to the 90 ml (3.04 oz) mark. 2. Add 10 ml (0.34 oz) of water in order to bring the total fluid volume to 100 ml (3.38 oz) and install a stopper. 3. Shake the cylinder vigorously for 10-15 seconds. 4. Carefully loosen the stopper in order to release the pressure. 5. Re-install the stopper and shake the cylinder vigorously again for 10-15 seconds. 6. Put the cylinder on a level surface for approximately 5 minutes in order to allow adequate liquid separation. If alcohol is present in the fuel, the volume of the lower layer, which would now contain both alcohol and water, will be more than 10 ml (0.34 oz). For example, if the volume of the lower layer is increased to 15 ml (0.51 oz), this indicates at least 5 percent alcohol in the fuel. The actual amount of alcohol may be somewhat more because this procedure does not extract all of the alcohol from the fuel. PARTICULATE CONTAMINANTS IN FUEL TESTING PROCEDURE 1. Using an approved fuel container, draw approximately 0.5 liter (0.53 qt) of fuel. 2. Place the container on a level surface for approximately 5 minutes in order to allow settling of the particulate contamination. Particulate contamination will show up in various shapes and colors. Sand will typically be identified by a white or light brown crystals. Rubber will appear as black and irregular particles. 3. Observe the fuel sample. If any physical contaminants or water are present, clean the fuel system. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Fuel System Cleaning Page 1947 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2225 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4275 Crankshaft Main Bearing Seal: Service and Repair Crankshaft Rear Oil Seal Replacement Tools Required ^ J34686 Rear Main Seal Installer Removal Procedure 1. Remove the flywheel. See: Transmission and Drivetrain/Flex Plate/Service and Repair Important: Do not nick the crankshaft sealing surface when removing the seal. 2. Insert a flat-bladed or similar tool through the dust lip at an angle. 3. Pry the crankshaft rear oil seal out by moving the handle of the tool towards the end of the crankshaft. 4. Repeat, as necessary around the crankshaft rear oil seal, until the seal is removed. Installation Procedure Notice: Do not apply or use any oil lubrication on the crankshaft rear oil seal, or the seal installer. Do not touch the sealing lip of the oil seal once the protective sleeve is removed. Doing so will damage/deform the seal. Notice: Clean the crankshaft sealing surface with a clean, lint free towel. Inspect lead-in edge of crankshaft for burrs/sharp edges that could damage the rear main oil seal. Remove burrs/sharp edges with crocus cloth before proceeding. Important: Notice the direction of the rear oil seal. The new design seal is a reverse style as opposed to what has been used in the past. "THIS SIDE OUT" has been stamped into the seal, as shown in the graphic. 1. Carefully remove the protection sleeve from the NEW crankshaft rear oil seal. 2. Install the crankshaft rear oil seal onto the J34686 by sliding the crankshaft rear oil seal over the mandrel using a twisting motion until the back of the crankshaft rear oil seal bottoms squarely against the collar of the tool. 3. Perform the following steps in order to install the crankshaft rear oil seal: A. Align the dowel pin of the J34686 with the dowel pin in the crankshaft. B. Attach the J34686 to the crankshaft by hand, or tighten the attaching screws to 5 Nm (45 inch lbs.). C. Turn the T-handle of the J34686 in order to engage and allow the collar to push the seal into the bore. Turn the handle until the collar is tight Page 5716 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 6856 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6628 Page 8529 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6835 Page 6806 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10678 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 7617 Conversion - English/Metric (Part 1) Page 6855 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 6970 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8764 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 10106 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 138 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5160 Engine Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 12855 7. Remove the rear strut to knuckle bolts (2) and the nuts (1). 8. Remove the knuckle (5) from the vehicle. Installation Procedure 1. Install the knuckle to the vehicle. 2. Hand start the strut to knuckle bolts (2) and nuts (1). Do not tighten the nuts at this time. 3. Connect the rear suspension trailing arm (2) to the knuckle (3). Diagrams Cruise Control Switch Page 6118 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8411 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7301 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 4603 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Steering - Snap/Pop Noise When Turning Steering Wheel Tie Rod Boot: All Technical Service Bulletins Steering - Snap/Pop Noise When Turning Steering Wheel Bulletin No.: 06-02-32-005 Date: May 03, 2006 TECHNICAL Subject: Snap/Pop Type Noise During Steering Wheel Rotation (Replace Inner Tie Rod Boot) Models Condition Some customers may comment about a snap or pop type noise coming from the front of the vehicle. This noise usually occurs during steering wheel rotation. Cause The cause of this condition may be due to the inner tie rod boot collapsing unevenly, allowing for contact between the inner tie rod and the boot. This condition is sometimes referred to as "snaking." Diagnosis If unsure the noise is coming from the inner tie rod boot(s), have an assistant rotate the steering wheel from lock to lock with the engine off. Place your fingertips on the inner tie rod boot. If the boot is contacting the inner tie rod, that contact will be transmitted to your fingertips. Correction Page 78 Page 9101 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 10375 Page 2391 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 4480 Page 12782 9. Reposition the intermediate steering shaft seal in order to gain access to the upper pinch bolt. 10. Remove the upper pinch bolt from the intermediate steering shaft. 11. Disconnect the intermediate steering shaft from the steering column. 12. Remove the intermediate steering shaft. Installation Procedure 1. Position the intermediate steering shaft into place. Notice: Refer to Fastener Notice in Service Precautions. Install the upper pinch bolt which secures the intermediate steering shaft to the steering column. Tighten the pinch bolt to 48 Nm (35 ft. lbs.). 2. Install the intermediate steering shaft seal onto the steering column. 3. Raise and support the vehicle. Refer to Vehicle Lifting. 4. Install the intermediate steering shaft (1) to the power steering gear stub shaft (2). 5. Install the lower pinch bolt which secures the intermediate steering shaft to the power steering gear stub shaft. Tighten the pinch bolt to 48 Nm (35 ft. lbs.). Page 7953 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 636 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4676 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 3519 Page 6569 Page 9812 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 12724 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. Remove the radiator upper air baffle and deflector and locate the left and right front end sensor (1, 4). 10. Remove the connector position assurance (CPA) (3, 6) from both front end sensors connector (2, 5). 11. Remove both front end sensor connectors (2, 5) from each front end sensor (1, 4). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 1642 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12292 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 1918 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2743 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2190 Page 4567 Arrows and Symbols ARROWS AND SYMBOLS Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 11622 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6989 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9529 Page 7833 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 680 Page 10943 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 915 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 4229 15. Loosen the valve rocker arm bolts. Important: Place the valve train components in a rack in order to ensure that the components are installed in the same location from which they where removed. 16. Remove the valve rocker arms. 17. Remove the push rods. ^ The intake push rods measure 147.51 mm (5.81 inch). ^ The exhaust push rods measure 154.87 mm (6.1 inch). 18. Remove the lower intake manifold gaskets and seals. 19. Clean the lower intake manifold gasket and seal surfaces on the cylinder heads and the engine block. 20. Clean the gasket and seal surfaces on the lower intake manifold with degreaser. 21. Remove all the loose room temperature vulcanizing (RTV) sealer (1). Installation Procedure Page 1017 Campaign - ABS System Improvement Technical Service Bulletin # 05122A Date: 060126 Campaign - ABS System Improvement Bulletin No.: 05122A Date: January 26, 2006 CUSTOMER SATISFACTION Subject: 05122A - Brake System Performance Models: 2006 Chevrolet Impala, Monte Carlo With ABS (RPO JL9) and 17 or 18 Wheels (RPO NW1/NW5/PFH/N99) Supercede: THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED. PLEASE READ THE NEW SERVICE PROCEDURE IMMEDIATELY. DISCARD ALL COPIES OF BULLETIN 05122, ISSUED DECEMBER 2005. THIS PROGRAM EXPIRES DECEMBER 31, 2006. Condition For certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99), a revised brake module calibration is available that can enhance the vehicle's antilock brake performance slightly by reducing minimum stopping distance on dry pavement. The braking performance of the vehicle meets the applicable Federal/Canada Safety Standard and all of GM's rigorous internal requirements, but GM has identified a performance improvement that we want to make available to customers. Correction Dealers are to reprogram the electronic brake control module (EBCM). Vehicles Involved Involved are certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99) and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning program repairs. [Not all vehicles within the above breakpoints may be involved.] For dealers with involved vehicles, a Campaign Initiation Detail Report (CIDR) containing the complete vehicle identification number, customer name and address data has been prepared and will be loaded to the GM DealerWorld (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information No parts are required for this program. Service Procedure Important: Make sure that your Tech 2(R) is updated with the latest software before beginning the reprogram. Use instructions for Service Programming Page 2133 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7153 Page 2281 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 7717 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7136 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the manifold absolute pressure (MAP) sensor electrical connector (1). 3. Remove the spark plug wire clip from the intake manifold bracket, if necessary. 4. Remove the upper intake manifold bolts. 5. Remove the MAP sensor and bracket. 6. Remove the MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE Scan Tool Does Not Communicate with High Speed GMLAN Device Information Bus: Testing and Inspection Scan Tool Does Not Communicate with High Speed GMLAN Device SCAN TOOL DOES NOT COMMUNICATE WITH HIGH SPEED GMLAN DEVICE Diagnostic Fault Information Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle Circuit/System Description Modules connected to the high speed GMLAN serial data circuits monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules when the ignition switch is in any position other than OFF. The high speed GMLAN serial data circuits must be operational for the vehicle to start due to body control module (BCM) and engine/powertrain control module (ECM/PCM) communications. The vehicle theft deterrant (VTD) module and ECM/PCM exchange information using the BCM as the gateway module allowing communication between the high and low speed serial data busses. The low speed GMLAN serial data circuit must also be operational for vehicle starting. The high speed GMLAN serial data buss uses two 120 ohm terminating resistors that are in parallel with the high speed GMLAN (+) and (-) circuits. One of the resistors is connected near the data link connector (DLC) end of the link and the other is internal to the ECM/PCM, end of the link. The DLC terminating resistor is not internal to a module. Diagnostic Aids -> Use the Data Link References to identify the high speed GMLAN serial data modules. See: Data Link Connector/Testing and Inspection -> When testing for a short between the high speed GMLAN (+) and (-) circuits (ECM/PCM disconnected), a resistance reading of 120 ohms is normal. To test for shorts to voltage or ground in the high speed GMLAN (+) and (-) circuits ensure that all modules, resistors and the scan tool are disconnected from the buss. A normal resistance reading across the high speed GMLAN buss with the resistors, all module and scan tool disconnected is infinite ohms. -> This test is used for a total high speed GMLAN communication failure. If only 1 module is not communicating and sets no DTC, ensure that the vehicle is equipped with the module, then use DTC U0100-U0299 for diagnostics. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/U Code Charts -> Use the DMM MIN/MAX function to capture/locate intermittent conditions. -> The engine will not start when there is a total malfunction of the high speed GMLAN serial data bus. The following conditions may cause a total loss of high speed GMLAN data communication: - A short between high speed GMLAN (+) and high speed GMLAN (-) circuits - Any of the high speed GMLAN serial data circuits shorted to ground or voltage - A module internal malfunction that causes a short to voltage or ground on the high speed GMLAN circuits - An inoperative BCM Reference Information Schematic Reference -> Data Link Connector Schematics See: Data Link Connector/Diagrams/Electrical Diagrams -> Control Module References See: Testing and Inspection/Programming and Relearning Connector End View Reference -> Master Electrical Component List See: Diagrams/Connector Views Electrical Information Reference -> Circuit Testing See: Testing and Inspection/Component Tests and General Diagnostics Page 9782 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 2667 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5839 Page 1007 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8916 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1529 Brake Fluid Level Sensor/Switch: Diagrams Brake Fluid Level Switch Brake Fluid Level Switch Brake Fluid Level Switch Page 4321 2. Connect the engine oil pressure sensor electrical connector (1). 3. Install the oil pressure sensor heat shield and nut. Tighten the nut to 10 Nm (89 inch lbs.). 4. Lower the vehicle. Page 8586 5. Install the EVAP line (2) to the bracket (3). 6. Install the fill pipe bracket bolt (4) to the underbody rail. Tighten the bolt to 13 N.m (115 lb in). 7. Lower the vehicle. 8. Install the fuel fill pipe screws to the fuel filler pocket. Tighten the screws to 2.5 N.m (22 lb in). 9. Install the intake manifold cover. Page 1957 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Page 6640 Body Control Module (BCM) C6 Page 2748 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 4174 Oil Filter: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan drain plug. 3. Allow the engine oil to drain completely. 4. Remove the oil filter. Installation Procedure Page 1699 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 4781 Passenger Car Zoning PASSENGER CAR ZONING Page 10315 For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 01-07-30-032E Date: 080929 A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction Page 8509 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10920 Page 2539 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 11794 Page 7841 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8625 Page 5650 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 10036 Page 9784 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 12265 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 6321 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 9544 Arrows and Symbols ARROWS AND SYMBOLS Page 11408 6. Install the steering column tilt head components. 7. Install the ignition switch only. 8. Install the ignition lock cylinder. 9. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 4553 Page 2076 Page 4257 EN-48672 rear Main Oil Seal Remover Tool This tool has a unique design to allow the technician to easily remove the rear main seal without nicking the crankshaft sealing surface when removing the seal. Before proceeding with removal, review the above illustration to become familiar with the following components: Removal Plate Threaded Adjustment Pins and Jam Nuts Force Screw # 2 Self Drill Screws 38 mm (1.5 in) long 8 needed Extreme Pressure Lubricant Removal Procedure Remove the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Remove the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the removal plate (2) and both threaded adjustment pins and jam nuts (1) into the back of the crankshaft flange and secure the plate with adjustment pins and jam nuts. Page 8011 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 72 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 224 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.5. Cars with brackets for e.g. an amplifier: Fit the cable tie (11 900 515) to the wiring harness approx. 100 mm (4 in) from H2-9, fit the cable tie (H) to the bracket. Gather the optic cable in a gentle loop (I) and then place the loop behind the bracket. Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 12.6. Cars without brackets for e.g. an amplifier: Gather the optic cable in a gentle loop (J) and secure with cable tie. 13. CV: Fit the left-hand, rear side hatch trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 14. Fit the ground cable to the battery's negative terminal. 15. Carry out procedures after disconnecting the battery, see WIS - 3. Electrical System - Charging system - Adjustment/Replacement. Important: Follow Tech 2(R) on-screen instructions. 16. Add ECU ICM, choose without OnStar(R). See WIS-General-Tech 2(R) - Description and Operation - Add/Remove. 2000-2004 Saab 9-5 2000-2004 Saab 9-5 Page 6472 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 10889 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5323 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11350 System. 1. Reprogram the electronic brake control module (EBCM), which may be listed as an ABS module in TIS, with updated software calibration. The new service calibration was released with TIS satellite data update, version 11.0 available October 31, 2005. 2. Relearn the tire pressure monitoring system as necessary. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through December 31, 2006. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service prior to December 31, 2006, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Seal Replacement - Intermediate Steering Shaft Steering Shaft: Service and Repair Seal Replacement - Intermediate Steering Shaft Seal Replacement - Intermediate Steering Shaft Removal Procedure 1. Turn the ignition OFF and remove the key from the ignition lock cylinder in order to lock the steering column. 2. Remove the intermediate shaft seal from the steering column. 3. Disconnect the intermediate shaft from the steering column. 4. Push the intermediate shaft down in order to collapse the intermediate shaft. 5. Remove the intermediate shaft seal bolts. 6. Important: It may be necessary to remove the lower portion of the intermediate shaft seal from the steering gear. Remove the intermediate shaft seal. Installation Procedure 1. Install the intermediate shaft lower seal over the intermediate shaft and to the steering gear. 2. Install the intermediate shaft upper seal over the lower seal and to the instrument panel. 3. Connect the intermediate shaft to the steering column. 4. Install the intermediate shaft seal to the steering column. 5. Notice: Refer to Fastener Notice in Service Precautions. Install the intermediate shaft seal bolts. Tighten the intermediate shaft seal bolts to 3 Nm (27 inch lbs.). Page 9592 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 10042 Torque Converter Clutch Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5197 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7403 Page 5437 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1138 Page 9566 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5431 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7354 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9498 1. Gap the NEW spark plugs. Refer to Ignition System Specifications. NOTE: Refer to Fastener Notice. 2. Install the spark plugs. Tighten the plugs to 15 N.m (11 lb ft). 3. Install the right side spark plug wires to the spark plugs, if required. Page 10083 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5142 Body Control Module: Description and Operation Retained Accessory Power (RAP) RETAINED ACCESSORY POWER (RAP) DESCRIPTION AND OPERATION SERIAL DATA CONTROL OF RETAINED ACCESSORY POWER (RAP) The modules receive the power mode message from the body control module (BCM) over the serial data circuits, indicating when the retained accessory power (RAP) power mode is current. The BCM monitors the ignition switch position, battery condition and passenger compartment doors status to determine whether RAP should be initiated. The modules then support the operation of the systems under their control as required by their RAP power mode operation. Components and systems that are active in RAP are also activated anytime the ignition is any position other than OFF. RAP will end when one of the following conditions is met: The BCM receives an input indicating the opening of any passenger compartment door after the ignition key is out of the ignition. IMPORTANT: The only door that will turn off the radio during RAP is the driver door. This is a function of the radio and will still turn off after the time limit. - The BCM internal timer for the RAP expires after approximately 10 minutes. - The BCM detects a decrease in battery capacity below a prescribed limit. The BCM then sends a serial data power mode message ending the RAP function. RELAY CONTROL OF RETAINED ACCESSORY POWER (RAP) The BCM keeps the RAP relay energized during all power modes, except Off-Awake and Crank. The relay is also energized for approximately 10 minutes after shutting the ignition OFF and removing the key, providing no door is opened. The devices powered by the accessory relay during the retained accessory power (RAP) power mode are the sunroof, power window switches and BTSI/Park Lock. Page 5192 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 7441 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 8813 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 128 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 1382 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 5745 Page 11055 Page 11921 Fuse Block - Underhood - Top View Page 5624 4. Slide the fuel level sensor (1) downward and off of the bucket. INSTALLATION PROCEDURE 1. Slide the fuel level sensor (1) onto the bucket and upward. 2. Slide the fuel level sensor upward until the retainer (1) locks. Page 7304 Page 2006 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2111 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 5681 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8497 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6210 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 31 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 11628 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5331 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 766 Page 6300 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 12135 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 9587 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 625 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8084 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 12445 11. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note the location of the pin hole. 12. Remove the connector from the sensor. 13. Remove the sensor from the adapter and bearing assembly. 14. To install the sensor, proceed to step 9 in the installation procedure. 15. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note location of the pin hole. ^ A sensor clip in FRONT of the sensor 16. Remove the connector from the sensor. 17. Remove the sensor clip from the sensor. 18. Remove the sensor from the adapter and bearing assembly. 19. To install the sensor, proceed to step 13 in the installation procedure. 20. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (3) ^ A pin hole (1) for the centering pin. Note the location of the pin hole. ^ An alignment mark (2) on the flush rotor flange cuff (3) for installation 21. Remove the connector from the sensor. 22. Remove the sensor from the adapter and bearing assembly. 23. To install the sensor, proceed to step 17 in the installation procedure. Page 199 Page 10602 Transmission Speed Sensor: Service and Repair Input Speed Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the input speed sensor electrical connector. 3. Remove the input speed sensor retaining clip (441). 4. Remove the input speed sensor (440). 5. Inspect the input speed sensor (440) for the following conditions: ^ Damaged or missing magnet ^ Damaged housing ^ Bent or missing electrical terminals ^ Damaged speed sensor clip (441) Installation Procedure 1. Install the input speed sensor (440). 2. Install the input speed sensor retaining clip (441). 3. Connect the input speed sensor electrical connector. 4. Install the case side cover. Page 10086 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 1779 Turn Signal Switch: Service and Repair Turn Signal Switch Housing Replacement Turn Signal Switch Housing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the tilt head components. 3. Remove the turn signal and multifunction switch assembly only. 4. Slide the turn signal switch housing off of the steering column shaft assembly. Installation Procedure Page 5811 Page 6443 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8702 Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pressure sensor heat shield nut and shield. 3. Disconnect the engine oil pressure sensor electrical connector (1). Page 9776 Page 2409 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 5971 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. OnStar(R) - Language Change Information Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Language Change Information Bulletin No.: 05-08-46-009B Date: June 29, 2007 INFORMATION Subject: Language Change for OnStar(R) System (U.S. and Canada Only) Models: 2006-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2006-2008 HUMMER H2, H3 2006-2008 Saab 9-7X with OnStar(R) (RPO UE1) Built After and Including VIN Breakpoints Listed Below (2006 MY Only) Attention: This bulletin only applies to vehicles equipped with OnStar(R) Generation 6.1 or later with a Station Identification (STID) Number in the following range: 16,000,000-17,000,000 or 20,000,000-21,999,999 or 23,500,001-26,000,000 Supercede: This bulletin is being revised to update the service procedure and add a Canadian procedure. Please discard Corporate Bulletin Numbers 05-08-46-009A and 05-08-46-008A (Section 08 - Body and Accessories). Page 12415 If the thrust angle is out of specification, moving the axle to body relationship will change the thrust angle reading. If the vehicle is out in the Positive (+) direction-moving the RHS forward and/or LHS rearward will move the thrust angle towards zero degrees. If the vehicle is out in the Negative (-) direction-moving the RHS rearward and/or LHS forward will move the thrust angle towards zero degrees. Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction ^ Wheel alignment ^ Unbalanced steering gear The way in which a tire is built may produce lead/pull. The rear tires will not cause lead. Torque Steer Description A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the other direction during deceleration. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires for differences in the brand, the construction, or the size. If the tires appear to be similar, change the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. ^ A large difference in the right and left front tire pressure ^ Left-to-right differences in the front view axle angle may cause significant steering pull in a vehicle. The pull will be to the side with the most downward sloping axle from the differential to the wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level ground may be used as an indication of bias axle angles. The side with the higher transaxle pan, shown on the left side of the illustration, has the most downward sloping axle angle. Memory Steer Description Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned the vehicle. Additionally, after turning in the opposite direction, the vehicle will want to lead or pull in that direction. Wander Description Wander is the undesired drifting or deviation of a vehicle to either side from a straight path with hand pressure on the steering wheel. Wander is a symptom of the vehicle's sensitivity to external disturbances, such as road crown and crosswind, and accentuated by poor on-center steering feel. Scrub Radius Description Ideally, the scrub radius is as small as possible. Normally, the SAI angle and the centerline of the tire and the wheel intersect below the road surface, causing a positive scrub radius. With struts, the SAI angle is much larger than the long arm/short arm type of suspension. This allows the SAI angle to intersect the camber angle above the road surface, forming a negative scrub radius. The smaller the scrub radius, the better the directional stability. Installing aftermarket wheels that have additional offset will dramatically increase the scrub radius. The newly installed wheels may cause the centerline of the tires to move further away from the spindle. This will increase the scrub radius. Page 6236 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 13241 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11800 Arrows and Symbols ARROWS AND SYMBOLS Page 6412 Underhood Fuse Block Fuse: Application and ID Underhood Fuse Block Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 9071 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 6306 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 295 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Page 4525 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 1340 Page 74 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 6930 Page 4082 6. Remove the valve spring cap keys. 7. Remove the valve cap. 8. Remove the valve spring. 9. Remove the valve stem oil seal. Installation Procedure 1. Lubricate the valve stem with clean engine oil. 2. Install the valve stem oil seal. 3. Install the valve spring. 4. Install the valve cap. Page 1198 Page 8804 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 5267 Page 12240 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7288 Disclaimer Page 7339 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL A/T Control - DTC P0756 Diagnostic Tips Valve Body: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 11570 7. Remove the starter bolts. 8. Remove the starter. INSTALLATION PROCEDURE 1. Position the starter motor to the engine. 2. Install the starter bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 43 N.m (32 lb ft). Page 1800 Page 12339 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 7395 Engine Control Module: Technical Service Bulletins Engine/Transmission - Aftermarket Calibrations INFORMATION Bulletin No.: 09-06-04-026C Date: August 13, 2010 Subject: Identifying Non-GM (Aftermarket) Engine and Transmission Calibrations for V8 Gas Engines Using Tech 2(R) or Global Diagnostic System (GDS) Models: 2006-2011 GM Passenger Cars and Light Duty Trucks (Excluding Saab 9-7X) 2006-2009 HUMMER H2 2006-2010 HUMMER H3 Equipped with V8 Gas Powered Engines Only Attention: This bulletin applies to V8 gas powered engines ONLY. For Duramax(TM) diesel powered engines, refer to the latest version of Corporate Bulletin Number 08-06-04-006G. Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-06-04-026A (Section 06 - Engine/Propulsion System). General Motors is identifying an increasing number of engine, transmission and catalytic converter part failures that are the result of non-GM (aftermarket) engine and transmission control calibrations being used. When alteration to the GM-released engine or transmission control calibrations occurs, it subjects powertrain and driveline components (engine , transmission, transfer case, driveshaft and rear axle) to stresses that were not tested by General Motors. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Warranty coverage is based on the equipment and calibrations that were released on the vehicle at time of sale, or subsequently updated by GM. That's because GM testing and validation matches the calibration to a host of criteria that is essential to assure reliability, durability and emissions performance over the life of the warranty coverage and beyond. Stresses resulting from calibrations different from those tested and released by GM can damage or weaken components, leading to poor performance and or shortened life. Additionally, non-GM (aftermarket) issued engine control modifications often do not meet the same emissions performance standards as GM issued calibrations. Depending on state statutes, individuals who install engine control module calibrations that put the vehicle outside the parameters of emissions certification standards may be subject to fines and/or penalties. This bulletin outlines a procedure to identify the presence of non-GM (aftermarket) calibrations. GM recommends performing this check whenever a hard part failure is seen on internal engine or transmission components, or before an engine assembly or transmission assembly is being replaced under warranty. It is also recommended that the engine calibration verification procedure be performed whenever diagnostics indicate that catalytic converter replacement is indicated. The PQC has a process to confirm the ECM/PCM calibration is GM issued. The PQC will require a picture of the engine calibration verification screen, as outlined in this bulletin, before authorizing any V8 gas powered engine replacement. If a non-GM calibration is found and verification has taken place through GM, the remaining powertrain and driveline warranty will be blocked and notated in GMVIS and the dealership will be notified. This block prevents any UNAUTHORIZED warranty claim submission. 1. Connect the Tech 2(R) to the vehicle. 2. Go to: Diagnostics and build the vehicle. 3. Select: Powertrain. 4. Select: Engine. 5. *Select: Engine Control Module or PCM. 6. *Select: Module ID Information or I/M Information System if the Module ID Information selection is not available. 7. *If "I/M information System" was selected, it may be necessary to select "Vehicle Information" in order to display the calibration information. ‹› If the CVN information is displayed as "N/A", it will be necessary to contact the TCSC to obtain the CVN information. Page 3616 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 1171 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Locations Transmission Mode Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 3639 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8965 Page 7123 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Diagrams Brake Booster Vacuum Sensor: Diagrams Brake Booster Vacuum Sensor Brake Booster Vacuum Sensor Brake Booster Vacum Sensor Page 5120 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 10402 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1345 Page 6719 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4791 Service and Repair Vacuum Brake Booster: Service and Repair Vacuum Brake Booster Replacement (3.5L 3.9L) Page 10856 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 3841 Tires: Service and Repair Tire Repair Tire Repair Many different materials and techniques are available on the market in order to repair tires. Not all of the materials and techniques work on some types of tires. Tire manufacturers have published detailed instructions on how and when to repair tires. Obtain the instructions from the manufacturer. If the vehicle is equipped with a compact spare tire, do not repair the compact spare. Page 2240 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). A/T Controls - MIL ON/Harsh Shifts/DTC's P0742/P2761 Wiring Harness: All Technical Service Bulletins A/T Controls - MIL ON/Harsh Shifts/DTC's P0742/P2761 Bulletin No.: 06-07-30-034 Date: December 20, 2006 TECHNICAL Subject: Service Engine Soon (SES) or Check Engine Light On, Harsh Shift, DTCs P0742 and P2761 Set or Just P2764 Set (Replace Automatic Transmission Wiring Harness) Models: 2006-2007 Buick Allure (Canada), LaCrosse, Lucerne, Rendezvous, Terraza 2006-2007 Chevrolet Impala, Malibu SS, Malibu Maxx SS, Monte Carlo, Uplander 2006-2007 Pontiac Grand Prix, G6 GTP, Montana SV6 2006-2007 Saturn Relay with 4T65-E Automatic Transmission (RPOs MN7, M15 or M76) Condition Some customers may comment on the Service Engine Soon (SES) or Check Engine light being illuminated. Upon investigation, the technician may find DTCs P0742 and P2764 together or just P2761 set as current or in history. Also, the customer may comment on a harsh shift. Cause The tan wire (1) of the Torque Converter Clutch (TCC) Solenoid Valve harness may be incorrectly routed around a metal retaining clip causing a chafe in the wire insulation, resulting in a short to ground. The harsh shift concern is due to the default code causing high line pressure to be commanded. Correction If diagnosis indicates a grounded circuit, replace the transmission wiring harness following the published replacement procedure in SI. Be sure to route the tan wire out of the metal clip. When servicing 2007 vehicles, the metal clip for the temperature sensor connector on the new harness must be removed and discarded prior to installation. Reuse the plastic clip from the old harness. Page 8993 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Electrical Symbols Page 7455 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 5269 Page 6863 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1733 Page 7525 Page 6213 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 13180 Page 1074 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Restraints - Air Bag Lamp ON/Multiple DTC Set Air Bag Control Module: Customer Interest Restraints - Air Bag Lamp ON/Multiple DTC Set TECHNICAL Bulletin No.: 08-09-41-002F Date: June 10, 2010 Subject: Diagnostic Information for Supplemental Inflatable Restraint (SIR) System, Intermittent AIR BAG Indicator/Lamp Illuminated with DTC(s) B0012, B0013, B0015, B0016, B0019, B0020, B0022, B0023, B0026, B0033, B0040, B0042 or B0044 Set (Inspect and Replace Connector Position Assurance (CPA) Retainer) Models: 2005-2007 Buick Rainier 2006-2009 Buick Allure (Canada only), LaCrosse, Lucerne 2008-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade Models 2008-2009 Cadillac SRX, XLR 2008-2010 Cadillac CTS, STS 2005-2006 Chevrolet SSR 2005-2009 Chevrolet TrailBlazer, TrailBlazer EXT 2005-2010 Chevrolet Cobalt 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Corvette, HHR, Impala, Malibu Models (includes Malibu Classic) 2007-2009 Chevrolet Equinox 2007-2010 Chevrolet Avalanche, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2005-2009 GMC Envoy Models 2007-2010 GMC Acadia, Sierra, Yukon, Yukon Denali, Yukon XL, Yukon Denali XL 2008-2010 GMC Savana 2005-2006 Pontiac Pursuit 2005-2009 Pontiac G6 2006-2009 Pontiac Solstice 2007-2009 Pontiac G5, Torrent 2008-2009 Pontiac G8 2005-2009 Saab 9-7X 2007-2009 Saturn AURA, OUTLOOK, SKY 2008-2009 Saturn VUE 2008-2009 HUMMER H2 2007-2008 Daewoo G2X 2007-2009 Opel GT Supercede: This bulletin is being revised to update the Warranty Information and add Saab Warranty Information. Please discard Corporate Bulletin Number 08-09-41-002E (Section 09 Restraints). Condition - Some customers may comment on an intermittent or current AIR BAG indicator or lamp being illuminated on the instrument panel cluster (IPC). Important This bulletin only applies to the following DTCs: - Technicians may observe DTC(s) B0012 04, 0D, 0E; B0013 04, 0D, 0E; B0015 04, 0D, 0E; B0016 04, 0D, 0E; B0019 04, 0D, 0E; B0020 04, 0D, 0E; B0022, B0023 04, 0D, 0E; B0033 04, 0D, 0E; B0040 04, 0D, 0E; B0042 or B0044 set as Current or in History in the sensing and diagnostic module (SDM). Cause This condition may be caused by a loose, missing, or damaged connector position assurance (CPA) retainer at a supplemental inflatable restraint (SIR) module electrical connector, or a deployment loop wiring harness electrical connector. Correction Page 184 THIS PROGRAM IS IN EFFECT UNTIL APRIL 30, 2011. Condition Certain 2002-2009 model year vehicles equipped with OnStar(R) may have a condition in which the vehicle's OnStar(R) system repeatedly makes incomplete calls to OnStar(R) without the vehicle's occupant(s) input or knowledge. Customer initiated Blue Button call, Emergency calls, and Automatic Crash Notification calls will also fail to establish a data connection with the OnStar(R) Call Center. Eventually, the customer's call will connect as a voice only line and the customer will be able to talk with an OnStar(R) advisor; however, the advisor will not get crucial customer data such as vehicle identification and location. Correction Dealers/retailers are to replace the OnStar(R) module (VCIM). Vehicles Involved Involved are certain 2002-2009 model year vehicles equipped with OnStar(R), and built within these VIN breakpoints: Note: Some model years/models have only one vehicle involved. Important Dealers/retailers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS (dealers/retailers using WINS) or the Investigate Vehicle History link (dealers/retailers using GWM). Not all vehicles within the above breakpoints may be involved. For dealers/retailers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers/retailers through the GM GlobalConnect Recall Reports. Dealers/retailers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information US: OnStar(R) modules required for this program are to be obtained by contacting Autocraft Electronics via the web at www.autocraft.com, and selecting the catalog item that contains bulletin number 10037 (or PIC 4893B), or by calling 1-800-336-3998. Dealer must provide the VIN, R.O. number, and the current vehicle mileage. Canada: OnStar(R) modules required for this program are to be obtained by contacting MASS Electronics at 1-877-410-6277. Dealer must provide the VIN, R.O. number, and the current vehicle mileage. DO NOT ORDER ONSTAR(R) MODULES FROM GENERAL MOTORS CUSTOMER CARE AND AFTERSALES (GMCC&A;), SATURN SERVICE PARTS OPERATION (SSPO), OR THE TECHNICAL ASSISTANCE CENTER (TAC). Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers/retailers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information 1. Submit a claim using the table below. 2. Courtesy Transportation - For dealers/retailers using WINS, submit using normal labor code; for dealers/retailers using GWM - submit as Net Item under the repair labor code. Page 10839 Tires/Wheels - Tire Puncture Repair Procedures Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Page 894 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1262 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 11623 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 1287 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7651 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 9174 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 11518 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6877 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1058 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 12051 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 13040 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Page 10519 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8204 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Tires/Wheels - Tire Puncture Repair Procedures Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Page 4589 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1140 Page 9168 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6318 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5653 Page 5709 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8883 Page 8644 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 8167 3. Connect the EVAP canister vent solenoid valve to the EVAP emission canister hose. 4. Connect the EVAP canister vent solenoid valve electrical connector. 5. Lower the vehicle. Page 5843 Page 5786 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5584 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5820 INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is use on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burns away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with the anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the catalytic converter. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (3). 4. Install the CPA retainer (1). Page 104 Page 3687 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 6621 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4606 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 12412 Wheel Alignment Specifications Page 1459 Page 12587 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 395 Diagram Information and Instructions Auxiliary Power Outlet: Diagram Information and Instructions Electrical Symbols Page 108 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 12271 Fuse Block - Underhood C2 (Part 1) Page 9356 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 8311 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 11791 Page 7319 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4651 Page 11982 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 2243 Page 10024 Shift Solenoid: Connector Views 1-2 Shift Solenoid Valve Connector, Wiring Harness Side 2-3 Shift Solenoid Valve Connector, Wiring Harness Side Battery Negative Cable Disconnect/Connect Procedure Negative: Service and Repair Battery Negative Cable Disconnect/Connect Procedure BATTERY NEGATIVE CABLE DISCONNECT/CONNECT PROCEDURE REMOVAL PROCEDURE CAUTION: Refer to SIR Caution. - Refer to Battery Disconnect Caution. 1. Record all of the vehicle's preset radio stations. 2. Turn OFF all lamps and accessories. 3. Turn the ignition switch to the OFF position. 4. Loosen the negative battery cable terminal nut. 5. Remove the negative battery cable terminal (4) from the battery. INSTALLATION PROCEDURE IMPORTANT: Clean any existing oxidation from the contact face of the battery terminal and battery cable using a wire brush before installing the battery cable to the battery terminal. Page 8490 Page 7419 Diagram Information and Instructions Refrigerant Pressure Sensor / Switch: Diagram Information and Instructions Electrical Symbols Page 8824 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 12603 35. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb ft). 36. Connect both stabilizer shaft links to the shaft. Tighten Tighten the stabilizer link nuts to 60 Nm (44 lb ft). 37. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 38. Install the air deflector. 39. Clean power steering fluid from the underbody of the vehicle. 40. Remove the drain pan. 41. Lower the vehicle. 42. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid procedure in SI. Owner Letter Owner Letter Dear General Motors Customer: We have learned that your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo, may have a condition in which the power steering cooler line may leak or split. If this were to occur, you would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Your satisfaction with your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo is very important to us, so we are announcing a program to prevent this condition. What We Will Do: Your GM dealer will replace the power steering cooler line on your vehicle. This service will be performed for you at no charge until February 28, 2013. Page 2330 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8699 Page 1930 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 6100 Conversion - English/Metric (Part 1) Page 10096 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4707 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1399 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5656 Page 151 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4499 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2287 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Locations LF Of The Engine Compartment Fuel Pressure Relief Fuel Pressure Release: Service and Repair Fuel Pressure Relief FUEL PRESSURE RELIEF PROCEDURE TOOLS REQUIRED J 34730-1A Fuel Pressure Gage CAUTION: Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete. 1. Disconnect the negative battery cable. 2. Install the J 34730-1A. 3. Loosen the fuel fill cap in order to relieve the fuel tank vapor pressure. 4. Install the drain hose from J 34730-1A into an approved container. 5. Open the valve on the J 34730-1A in order to bleed the system pressure. 6. Drain any fuel remaining in the gage into the approved container. 7. Once the system pressure is completely relieved, remove J 34730-1A. 8. The fuel connections are now safe for servicing. Page 8375 Passenger Car Zoning PASSENGER CAR ZONING Page 7544 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8505 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 1693 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 7989 Page 5746 Page 11909 Fuse Block - Underhood - Top View Page 11119 be fully seated. 3. Position a second block of wood in front of the piston that remains in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compress filtered, non lubricated air, apply the air to the remove the pistons from the brake caliper. 7. Remove the pistons (3) from the caliper bores. 8. Remove the piston seals (2) from the caliper bores. Do not use a metal tool. 9. Remove the bleeder valve cap (5). 10. Remove the bleeder valve (6) from the caliper housing (1). 11. Clean the bleeder valve, the caliper bores, the caliper passages and the pistons with denatured alcohol. Dry the parts and blow out the brake fluid passages. Use dry and filtered compressed air. 12. Remove the boots from the caliper bores. Do not scratch the caliper bores. 13. Replace the pistons or the caliper if any of the following conditions exist: ^ Scoring in the caliper bores ^ Corrosion in the caliper bores ^ Pitting in the caliper bores 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 1-2 shift solenoid electrical connector. 3. Remove the 1-2 shift solenoid retaining clip (314D) 4. Remove the 1-2 shift solenoid (315A). Installation Procedure 1. Install the 1-2 shift solenoid (315A). 2. Install the 1-2 shift solenoid retaining clip (314D). 3. Connect the 1-2 shift solenoid electrical connector. 4. Install the case side cover. Page 7460 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 3561 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10056 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 9422 Page 12015 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 10455 9. Remove the automatic transaxle range selector cable from the console shift control. 10. Remove the automatic transaxle range selector cable from the console shift control bracket. Page 9023 Page 1756 Ambient Light Sensor Page 3985 3. Connect the camshaft position actuator magnet electrical connector (2) 4. Install the intake manifold cover. Page 12150 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5667 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4793 Arrows and Symbols ARROWS AND SYMBOLS Page 5774 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3612 Arrows and Symbols ARROWS AND SYMBOLS Page 1292 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9188 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2328 Page 4276 against the engine block. Ensure that the seal is seated properly. D. Loosen the T-handle until the handle comes to a stop. E. Remove the attaching screws. 4. Install the engine flywheel. Page 7730 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5648 Passenger Car Zoning PASSENGER CAR ZONING Page 8730 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 2812 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 10590 Page 7662 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 5577 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 5204 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 2259 Page 10393 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4910 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5982 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2387 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 9831 A/T - Shift Lock Control Feature Function Shift Interlock: Technical Service Bulletins A/T - Shift Lock Control Feature Function Bulletin No.: 03-07-30-043A Date: May 25, 2006 INFORMATION Subject: Information Regarding Automatic Transmission Shift Lock Control Function Models: 2007 and Prior Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER H2, H3 2005-2007 Saab 9-7X with Automatic Transmission Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 03-07-30-043 (Section 07 - Transmission/Transaxle). This bulletin is being issued to better explain how the Automatic Transmission Shift Lock Control (formerly known as Brake Transmission Shift Interlock (BTSI)) feature is intended to operate. Revised wording regarding the shift lock control system began appearing in the Owner Manuals beginning with the 2004 model year. The shift lock control feature was intended to prevent drivers from shifting out of Park with the vehicle running without the brakes applied. However, if the ignition switch is in the Accessory (ACC) position, it may be possible on some vehicles to move the shift lever out of Park WITHOUT first activating the brake. The shift lock control system is ONLY active when the ignition switch is in the RUN or ON position. This means that when the ignition switch is in the RUN or ON position, the shift lever cannot be moved out of the Park position without activating the brake. Some owners may feel that the shift lock control system prevents an unattended child from moving the vehicle. Please stress to owners, as stated in the Owner Manual, that children should NEVER be left unattended in a vehicle, even if the ignition key has been removed from the vehicle. Disclaimer Page 5721 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Page 671 Page 8787 Passenger Car Zoning PASSENGER CAR ZONING Page 8725 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1270 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 5177 Page 12111 Page 289 7.1. Remove the console (A) together with the OnStar(R) control modules. 7.2. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 7.3. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 7.4. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 8. CV: Removing the OnStar(R) control modules and securing the wiring: Adjustment/Replacement. 8.1. Open the luggage compartment floor. Page 2300 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER OUTLET DUCT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the positive crankcase ventilation (PCV) tube from the air inlet duct. 2. Loosen the air inlet duct clamp at the throttle body. 3. Remove the air inlet duct from the throttle body. 4. Loosen the air inlet duct clamp at the mass air flow (MAF)/intake air temperature (IAT) sensor. 5. Remove the air inlet duct from the MAF/IAT sensor. INSTALLATION PROCEDURE 1. Install the air inlet duct from the MAF/IAT sensor. 2. Tighten the air inlet duct clamp at the MAF/IAT sensor. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the clamp to 3 N.m (27 lb in). 3. Install the air inlet duct to the throttle body. 4. Tighten the air inlet duct clamp at the throttle body. Tighten the clamp to 3 N.m (27 lb in). 5. Connect the PCV tube to the air inlet duct. Page 9681 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 4889 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Locations Shift Interlock Solenoid: Locations Automatic Transmission Shift Lock Control Component Views Steering Column Components Lower Steering Column Components 1 - A/T Shift Lock Control Actuator 2 - Steering Column Page 8845 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6727 Page 1075 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6180 Page 7893 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6147 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2024 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 8065 Page 7459 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12216 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 9105 Page 2935 Tighten the sensor nut to 7 Nm (62 inch lbs.). 4. Important: Before reinstalling the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting. ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for the outer bead. Install the tire on the wheel. 5. Important: A service replacement tire pressure sensor is shipped in OFF mode. In this mode the sensors unique identification code cannot be learned into the antenna modules memory. The sensor must be taken out of OFF mode by spinning the tire/wheel assembly above 32 km/h (20 mph) in order to close the sensors internal roll switch for at least 10 seconds. Install the tire/wheel assembly on the vehicle. 6. Lower the vehicle. 7. Learn the tire pressure sensors. Refer to Tire Pressure Sensor Learn. Page 2148 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 8888 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 4860 Page 3374 Fluid - A/T: Fluid Type Specifications AUTOMATIC TRANSAXLE FLUID DEXRON-VI Automatic Transmission Fluid. Page 9247 Page 12220 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 11763 Page 10847 Page 7425 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 5095 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11031 Transmission Fluid Temperature Sensor Connector, Wiring Harness Side Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Page 6947 Page 8192 - If the scan tool parameters do not indicate a lean condition, go to Symptoms - Computers and Control Systems. See: Computers and Control Systems/Testing and Inspection/Symptom Related Diagnostic Procedures/Symptoms - Engine Controls CIRCUIT/SYSTEM TESTING 1. Turn OFF the ignition. 2. Relieve the fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Disconnect the chassis fuel hose from the engine compartment fuel pipe. 4. Install the J 37287 between the chassis fuel hose and the engine compartment fuel pipe. 5. Open the valve on the J 37287. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. 8. Bleed the air from the J 34730-1A. 9. Command the fuel pump relay ON and then OFF with a scan tool. 10. Close the fuel feed pipe shut-off valve. 11. Monitor the J 34730-1A for 1 minute. - If the fuel pressure remains constant, replace the fuel sender assembly. - If the fuel pressure does not remain constant, locate and replace the leaking fuel injectors. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. Fuel Rail Assembly Replacement - Fuel Injector Replacement See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Page 9816 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7107 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 3799 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Page 9284 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5276 Fuel Pump Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 7010 Engine Control Module (ECM) C3 (Part 1) Page 9734 PROM - Programmable Read Only Memory: Description and Operation EEPROM The electronically erasable programmable read only memory (EEPROM) is a permanent memory that is physically part of the engine control module (ECM). The EEPROM contains program and calibration information that the ECM needs in order to control the powertrain operation. Special equipment, as well as the correct program and calibration for the vehicle, are required in order to reprogram the ECM. Page 2370 Conversion - English/Metric (Part 1) Page 729 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 7463 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 11811 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 1346 Page 12726 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 8641 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4636 Page 5069 Page 9026 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 11958 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 8416 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2192 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 856 Page 1587 Page 6361 Disclaimer Page 7368 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 2142 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6864 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 670 Page 8788 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2807 Conversion - English/Metric (Part 1) Page 10332 Transmission Internal Mode Switch Connector, Wiring Harness Side Page 9898 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9752 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Removal Procedure 1. Remove the knee bolster bracket. 2. Disconnect the automatic shift lock actuator electrical connector. 3. Remove the actuator from the steering column ball studs. Installation Procedure 1. Install the automatic shift lock control actuator to the steering column ball studs. 2. Connect the automatic shift lock actuator electrical connector. 3. Place the column in the neutral position. Page 1398 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10679 Wiring Harness: Service and Repair Wiring Harness Replacement Removal Procedure 1. Remove the case side cover. 2. Use a small flat-bladed tool in order to remove the wiring harness from the solenoid valve (315A, 315B, 322, 334 and/or 440), TFP manual valve position switch (395) and the temperature sensor (391). 3. Remove the wiring harness (224). Installation Procedure 1. Install the wiring harness (224). Page 3890 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 12113 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 8034 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5588 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 9384 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 7952 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 4847 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 4471 Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 3004 A large amount of scrub radius can cause severe shimmy after hitting a bump. Four-wheel drive vehicles with large tires use a steering damper to compensate for an increased scrub radius. Scrub radius is not directly measurable by the conventional methods. Scrub radius is projected geometrically by engineers during the design phase of the suspension. Page 4075 3. Install a new gasket to the valve rocker arm cover. Ensure that the gasket is properly seated in the groove of the valve rocker arm cover. 4. Install the right valve rocker arm cover. 5. Notice: Refer to Fastener Notice. Important: Use an alternating criss-cross pattern when tightening the valve rocker cover bolts. Failure to do so may result in oil leakage from the valve cover due to improper seating of the gasket. Tighten the valve rocker arm cover bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 6. Install the ignition coil. 7. Install the ignition coil bracket bolts (1). 8. Install the ignition coil bracket nuts (2). Tighten the bolts/nuts to 25 Nm (18 ft. lbs.). Page 6411 Page 11322 Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the left side instrument panel insulator. 2. Remove the left carpet retainers. 3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove the parking brake indicator switch (1). Installation Procedure 1. Install the parking brake indicator switch (1). 2. Install the mounting screw. ^ Tighten the mounting screw to 3 N.m (26 lb in). Notice: Refer to Fastener Notice in Cautions and Notices. 3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the left carpet retainers. 5. Install the left side instrument panel insulator. Page 7976 Page 11635 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 11604 Conversion - English/Metric (Part 1) Page 2278 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9585 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 5285 Page 11901 Multiple Junction Connector: Diagrams Splice Pack SP205 Page 5105 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 7860 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2075 Page 3516 Page 6762 Page 13253 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9672 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9963 Page 2573 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11034 8. Lower the vehicle. Page 11910 Fuse Block - Underhood - Bottom View Page 6695 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9335 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 276 Page 2716 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 3237 29. Connect both stabilizer shaft links. 30. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 31. Clean power steering fluid from the underbody of the vehicle. 32. Remove the drain pan. 33. Lower the vehicle. 34. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid in SI. Page 1235 Page 6089 Page 3938 1. Install the tire and wheel assembly. Align the locating mark of the tire and wheel to the hub. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in order to avoid excessive runout. 2. Install the wheel nuts. ^ Tighten the nuts in a cries-cross pattern to 140 Nm (100 ft. lbs.). 3. Remove the safety stands and lower the vehicle. Page 6765 Conversion - English/Metric (Part 1) Page 9369 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9789 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9454 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 140 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Wheel Mounting Surface Check Wheels: Service and Repair Wheel Mounting Surface Check Wheel Mounting Surface Check Replace any wheels that are bent or dented. or have excessive lateral or radial runout. Wheels with runout greater than specified may cause hit objectionable vibrations. 1. Use a straight edge 203 - 229 mm (8 - 9 in.) long Place the straight edge on the wheel inboard mounting surface. Try to rock the straightedge alit and down within the mounting surface. 2. Repeat this procedure on at least 3-4 different positions on the inboard mounting surface ^ The outer ring of the mounting surface normally is raised above everything inside the mounting surface. ^ The mounting surface will be raised above the outer ring if the wheel mounting surface has been bent on a tire changer. ^ If you can rock the straight edge the mounting surface is bent and you must replace the wheel. 3. Inspect the mounting wheel/nut holes for damage caused from over-torquing the wheel/nuts. Inspect for collapsed wheel/nut bosses. Inspect for cracked wheel bosses. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Locations Fluid Pressure Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 696 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 6018 Arrows and Symbols ARROWS AND SYMBOLS Page 9218 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Page 5749 Oxygen Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 7918 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 8259 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 10511 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 12157 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 4906 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 7088 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 10043 Page 9265 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 4739 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Page 1096 Body Control Module (BCM) C4 (Part 1) Page 2230 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5419 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8122 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7447 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 12629 29. Connect both stabilizer shaft links. 30. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 31. Clean power steering fluid from the underbody of the vehicle. 32. Remove the drain pan. 33. Lower the vehicle. 34. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid in SI. Service and Repair Rocker Arm Assembly: Service and Repair Valve Rocker Arm and Push Rod Replacement Removal Procedure Important: Place the valve train components in a rack in order to ensure that the components are installed in the same location from which they were removed. 1. Remove the valve rocker arm covers. 2. Loosen the valve rocker arm bolts. 3. Remove the rocker arms. 4. Remove the pushrods. ^ The intake push rods measure 147.51 mm (5.81 inch). ^ The exhaust push rods measure 154.87 mm (6.1 inch). Installation Procedure Page 5445 Battery Current Sensor: Service and Repair BATTERY CURRENT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 2. Remove the positive and negative battery cable. 3. Cut the tie straps and electrical tape attaching the battery current sensor to the positive battery cable. 4. Squeeze the positive and negative battery cable branches together. 5. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE Rear Suspension Wheel Bearing: Service and Repair Rear Suspension Wheel Bearing/Hub Replacement - Rear Removal Procedure 1. Important: The wheel bearing in the rear wheel hub is integrated into one unit. The hub is non-serviceable. If the hub and/or bearing is damaged, replace the complete hub and bearing assembly. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tires and wheels. 3. Remove the brake rotor. Rear Wheel Speed Sensors 4. Remove the ABS electrical connector from the wheel speed sensor (1), if equipped. 5. Remove the park brake cable from the park brake actuator. 6. Remove the mounting bolts from the rear bearing/hub. 7. Remove the wheel bearing/hub and park brake assembly from the knuckle. 8. Remove the park brake actuator from the rear wheel bearing/hub. Installation Procedure 1. Install the park brake actuator to the rear wheel bearing/hub. Page 6200 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 282 5.2 Cut off the cable tie (B), detach the connector's rear end face (C) and pull out the connecting rail (D). 5.3. Remove pin 39, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 5.4. Fit the connecting rail and end face. 5.5. Plug in the connector (A) and secure the cables with cable ties (B). 6. Install the floor console over the handbrake. Do not press the console down into place, but instead allow it to fit loosely. 7. Install the switch: 7.1. Install the switch for the roof lighting (B) and plug in its connector. 7.2. Guide the connectors for the window lift module and rear seat heater, if equipped, through the hole for each respective unit. Plug in the window lift module's connector and install the module (A). Page 3840 Tires: Service and Repair Tire Mounting and Dismounting Tire Mounting and Dismounting Notice: Use a tire changing machine in order to dismount tires. Do not use hand tools or tire irons alone in order to remove the tire from the wheel. Damage to the tire beads or the wheel rim could result. Notice: Do not scratch or damage the clear coating on aluminum wheels with the tire changing equipment. Scratching the clear coating could cause the aluminum wheel to corrode and the clear coating to peel from the wheel. Notice: Damage to either the tire bead or the wheel mounting holes can result from the use of improper wheel attachment or tire mounting procedures. It takes up to 70 seconds for all of the air to completely exhaust from a large tire. Failure to follow the proper procedures could cause the tire changer to put enough force on the tire to bend the wheel at the mounting surface. Such damage may result in vibration and/or shimmy, and under severe usage lead to wheel cracking. 1. Deflate the tire completely. Important: Rim-clamp European-type tire changers are recommended. 2. Use the tire changer in order to remove the tire from the wheel. 3. Remove all residual liquid sealant from the inside of the tire and wheel surfaces. If any tire sealant is noted upon tire dismounting on vehicles equipped with TPM, replace the tire pressure sensor. Refer to Tire Pressure Sensor Replacement. 4. Use a wire brush or coarse steel wool in order to remove any rubber, light rust or corrosion from the wheel bead seats. Notice: When mounting the tires, use an approved tire mounting lubricant. DO NOT use silicon or corrosive base compounds to lubricate the tire bead and the wheel rim. A silicon base compound can cause the tire to slip on the rim. A corrosive type compound can cause tire or rim deterioration. 5. Apply GM P/N 12345884 (Canadian P/N 5728223) or equivalent to the tire bead and the wheel rim. 6. Use the tire changer in order to install the tire to the wheel. Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads, deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 7. Inflate the tire to the proper air pressure. 8. Ensure that the locating rings are visible on both sides of the tire in order to verify that the tire bead is fully seated on the wheel. Page 11246 5. Important: Install NEW copper gaskets. Assemble the brake hose bolt (1) and the NEW copper brake hose gaskets (3) to the brake hose (2). 6. Install the brake hose-to-caliper bolt to the brake caliper. Tighten the bolt to 54 Nm (40 ft. lbs.). 7. Remove the 2 wheel lug nuts retaining the rotor to the hub. 8. Install the rear tire and the wheel assembly. 9. Lower the vehicle. 10. Fill the master cylinder to the proper level with clean brake fluid. 11. Bleed the brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 12. Inspect the hydraulic brake system for brake fluid leaks. Page 150 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 1265 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 1031 Page 6840 Brake Caliper Replacement - Front Brake Caliper: Service and Repair Brake Caliper Replacement - Front Brake Caliper Replacement - Front Page 2104 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 1768 Headlamp Switch Page 7251 For vehicles repaired under warranty, use the table. Disclaimer Page 6936 Page 9242 Page 1891 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1109 CIRCUIT/SYSTEM TESTING 1. Ignition OFF, remove the RAP relay. 2. Test for less than 1.0 ohm of resistance between the relay coil ground circuit and ground. - If greater than 1.0 ohm, test the ground circuit for an open/high resistance. 3. Connect a test lamp between the RAP relay control circuit and ground. 4. Command the RAP relay ON and OFF with a scan tool. The test lamp should turn ON and OFF when changing between the commanded states. - If the test lamp remains ON all the time, test for a short to voltage on the relay coil control circuit. If the circuit tests normal, replace the BCM. - If the test lamp remains OFF all the time, test for a short to ground or open/high resistance on the relay coil control circuit. If the circuit tests normal, replace the BCM. 5. If all circuits test normal, test or replace the RAP relay. COMPONENT TESTING Relay Test 1. Ignition OFF, disconnect the RAP relay. 2. Test for 70-110 ohms of resistance between terminals 85 and 86. - If the resistance is not within the specified range, replace the relay. 3. Test for infinite resistance between the following terminals: - 30 and 86 - 30 and 87 - 30 and 85 - 85 and 87 - If less than infinite, replace the relay. 4. Install a 20 amp fused jumper wire between relay terminal 85 and 12 volts. Install a jumper wire between relay terminal 86 and ground. Test for less than 2.0 ohms of resistance between terminals 30 and 87. If greater than 2.0 ohms, replace the relay. REPAIR INSTRUCTIONS Perform the Diagnostic Repair Verification after completing the repair. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Control Module References for module replacement, setup, and programming. Page 4953 Installation Procedure 1. Position a NEW water pump gasket and the water pump to the engine front cover. Notice: Refer to Fastener Notice. 2. Install the water pump bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 3. Install the water pump pulley and bolts. 4. Install the drive belt. 5. Tighten the water pump pulley bolts. Tighten the bolts to 25 Nm (18 ft. lbs.). 6. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Page 4604 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2692 Page 2742 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9291 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the steering column from the vehicle. 3. Remove the following from the steering shaft: 1 The boot seal (5) 2 The steering shaft seal (4) 3 The sensor retainer (3) 4 The sensor locator (2) 4. Remove the steering wheel position sensor (1). 5. Remove the adapter and bearing assembly from the steering jacket assembly. Installation Procedure 1. Install the adapter and bearing assembly to the steering jacket assembly. Page 5566 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Locations Behind The I/P Page 557 Page 5468 Page 11177 7. Install the brake rotor to the hub/axle flange. Use the matchmark made prior to removal for proper orientation to the flange. 8. Hold the rotor firmly in place against the hub/axle flange and install one of the J45101-100 (1) and one lug nut (2) onto the upper-most wheel stud. 9. Continue to hold the rotor secure and tighten the lug nut firmly by hand. 10. Install the remaining J45101-100 and lug nuts onto the wheel studs and tighten the nuts firmly by hand in a star-pattern. 11. Using the J39544-KIT, or equivalent, tighten the lug nuts in a star-pattern to specification, in order to properly secure the rotor. Refer to Tire and Wheel Removal and Installation. 12. Measure the assembled LRO of the brake rotor. 13. If the brake rotor assembled LRO measurement still exceeds the maximum allowable specification, refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction 14. If the brake rotor assembled LRO measurement is within specification, install the brake caliper and depress the brake pedal several times to secure the rotor in place before removing the J45101-100 and the lug nuts. Brake Rotor Assembled Lateral Runout Correction - Indexing Brake Rotor Assembled Lateral Runout (LRO) Correction - Indexing Tools Required ^ J39544-KIT Torque-Limiting Socket Set, or equivalent ^ J45101-100 Conical Brake Rotor Washers Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement Page 12379 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 6263 Passenger Car Zoning PASSENGER CAR ZONING Page 2272 Page 11158 - It is not necessary to replace rotors in pairs. Rotors may be replaced individually. However, caution should be exercised, as a variance in surface finish may cause a brake pull condition. - New rotors should not be refinished before installation. Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. If a new rotor has more than 0.050 mm (0.002 in) Lateral Run Out (LRO) when properly mounted on the hub, correct it using one of the following methods: 1. For hubless rotor designs, use the correction plate procedure found in the "GM Brake Service Procedure for Hubless Rotors" outlined in this bulletin. 2. For hubbed/trapped/captured rotor designs, refinish the rotor using an On-Car lathe and the procedure outlined in this bulletin. - Never reuse rotors that measure under the Minimum Thickness specification. In this instance, the rotor should be replaced. Important If the Minimum Thickness specification is not visible on the rotor, reference Service Information (SI) for the specific vehicle application. DO NOT use any other manufacturers rotor specifications. Brake Pads: Important When determining the warranty coverage (as an example) - if all four front or four rear brake pads are excessively worn evenly, that would NOT be covered under warranty since this type of wear is most likely due to driving habits or trailering. However, if the brake pads are excessively worn un-evenly, side-to-side or same side/inner-to-outer pads, then consideration should be given to cover this under warranty since this type of wear is most likely due to poor operation of other braking components. - Consideration should be given for covering brake pads up to 39,000 km (24,000 mi) (excluding owner abuse, excessive trailering, or the situations that would not be considered normal use). - Installation of new rotors does not require pad replacement. Do not replace pads unless their condition requires it - excessively worn, damage or contaminated. Brake Wear: Several factors impact brake lining wear and should be taken into account when reviewing related issues: - heavy loads / high temperatures / towing / mountainous driving / city driving / aggressive driving / driver braking characteristics (left foot or two feet) The following are conditions that may extend brake lining wear: - light loads / highway driving / conservative driving / level terrain Page 2418 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7218 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8963 Page 11302 11. Connect the front park brake cable (1) to the rear cable (3) at the connector clip (2). 12. Tighten the nut on the equalizer in order to remove slack in the cable. 13. Lower the vehicle. Page 4346 3. Remove the camshaft position actuator magnet bolts. 4. Remove the camshaft position actuator magnet and O-ring seal. Installation Procedure 1. Install the camshaft position actuator magnet O-ring seal and magnet. Notice: Refer to Fastener Notice. 2. Install the camshaft position actuator magnet bolts. Tighten the bolts to 10 Nm (89 inch lbs.). Page 4641 Passenger Car Zoning PASSENGER CAR ZONING Page 592 Page 9879 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 756 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Locations LF of the Engine Compartment Page 4615 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 12671 29. Connect both stabilizer shaft links. 30. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 31. Clean power steering fluid from the underbody of the vehicle. 32. Remove the drain pan. 33. Lower the vehicle. 34. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid in SI. Page 8492 Page 12751 5. Connect the I/P module connector (1) to the vehicle harness connector (2). 6. Install the CPA to the I/P module connector (1). 7. Install the right outer trim cover to the I/P (3). 8. Connect the seat belt retractor pretensioner - RF connector (2) to vehicle harness connector (1). 9. Install the CPA (3) to the seat belt retractor pretensioner - RF connector (2). 10. Install the lower center pillar trim. 11. Connect the steering wheel module coil connector (1) to the vehicle harness connector (3). 12. Install the CPA to the steering wheel module coil connector (1). 13. Install the left outer trim cover to the I/P. A/T Controls - MIL ON/Harsh Shifts/DTC's P0742/P2761 Wiring Harness: All Technical Service Bulletins A/T Controls - MIL ON/Harsh Shifts/DTC's P0742/P2761 Bulletin No.: 06-07-30-034 Date: December 20, 2006 TECHNICAL Subject: Service Engine Soon (SES) or Check Engine Light On, Harsh Shift, DTCs P0742 and P2761 Set or Just P2764 Set (Replace Automatic Transmission Wiring Harness) Models: 2006-2007 Buick Allure (Canada), LaCrosse, Lucerne, Rendezvous, Terraza 2006-2007 Chevrolet Impala, Malibu SS, Malibu Maxx SS, Monte Carlo, Uplander 2006-2007 Pontiac Grand Prix, G6 GTP, Montana SV6 2006-2007 Saturn Relay with 4T65-E Automatic Transmission (RPOs MN7, M15 or M76) Condition Some customers may comment on the Service Engine Soon (SES) or Check Engine light being illuminated. Upon investigation, the technician may find DTCs P0742 and P2764 together or just P2761 set as current or in history. Also, the customer may comment on a harsh shift. Cause The tan wire (1) of the Torque Converter Clutch (TCC) Solenoid Valve harness may be incorrectly routed around a metal retaining clip causing a chafe in the wire insulation, resulting in a short to ground. The harsh shift concern is due to the default code causing high line pressure to be commanded. Correction If diagnosis indicates a grounded circuit, replace the transmission wiring harness following the published replacement procedure in SI. Be sure to route the tan wire out of the metal clip. When servicing 2007 vehicles, the metal clip for the temperature sensor connector on the new harness must be removed and discarded prior to installation. Reuse the plastic clip from the old harness. Page 7916 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11224 Brake Caliper: Service and Repair Brake Caliper Overhaul - Front Brake Caliper Overhaul - Front Tools Required ^ J8092 Universal Driver Handle 3/4 inch-10 ^ J45863 Boot Seal Installer Caution: Refer to Brake Fluid Irritant Caution. Disassembly Procedure 1. Drain all the brake fluid from the caliper. 2. Caution: Do not place your fingers in front of the piston in order to catch or protect the piston while applying compressed air. This could result in serious injury. Important: In the following service procedure, the caliper piston may become damage when it is removed from the brake caliper assembly. If this happens, DO NOT reuse the piston. Discard and replaced with new. Install the brake caliper in a suitable holding devise. 3. Insert a piece of wood in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compressed filtered, non-lubricated air, apply the air to the remove the pistons from the brake caliper. Page 12239 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 2665 Page 3174 9. Reposition the thermal bypass hose clamp at the crossover pipe. 10. Remove the thermal bypass hose from the crossover pipe. 11. Remove the coolant crossover pipe bolts. 12. Remove the coolant crossover pipe. Installation Procedure Page 406 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 7727 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: All Technical Service Bulletins Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 13010 2. Fill the injury (puncture) to keep moisture out. 3. Seal the inner liner with a repair unit to prevent air loss. External Inspection 1. Prior to demounting, inspect the tire surface, the valve and the wheel for the source of the leak by using a water and soap solution. Mark the injured area and totally deflate the tire by removing the valve core. 2. Demount the tire from the wheel and place the tire on a well-lighted spreader. Internal Inspection 1. Spread the beads and mark the puncture with a tire crayon. 2. Inspect the inner tire for any signs of internal damage. 3. Remove the puncturing object, noting the direction of the penetration. 4. Probe the injury with a blunt awl in order to determine the extent and direction of the injury. 5. Remove any loose foreign material from the injury. 6. Punctures exceeding 6.35 mm (1/4") should not be repaired. Cleaning 1. Clean the area around the puncture thoroughly with a proper liner cleaner, clean cloth and a scraper. This step serves to remove dirt and mold lubricants to insure proper adhesion and non-contamination of the buffing tool. 2. Refer to information on the product or manufacturer's Material Safety Data Sheet and follow guidelines for handling and disposal. Clean the Injury Channel Page 4650 Page 3280 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 8389 Conversion - English/Metric (Part 1) Page 5065 Page 2450 Arrows and Symbols ARROWS AND SYMBOLS Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 8095 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 6558 Page 2536 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7231 5. Install the HO2S electrical connector clip to the heat shield. 6. Lower the vehicle. Page 10977 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10164 This service kit contains: Second Clutch Housing Fluid Seal Rings (613), a Second Clutch Assembly (617), a Case Cover (Channel Plate) Upper Gasket (430), and a Case Cover (Channel Plate) Lower Gasket (429). In addition to the content of this service kit, other gaskets not included in this service kit will also be needed to complete the repair - a Case Cover Lower Gasket (429), and a Case Cover Upper Gasket (430). These gaskets can be obtained by ordering gasket kit 24206391. Be sure to use ONLY the Second Clutch Assembly and Second Clutch Housing Fluid Seal Rings provided in this service kit. DISCARD the Second Clutch Assembly and Second Clutch Housing Fluid Seal Rings removed from the transmission being serviced. Disassemble ONLY the Oil Pump Assembly from the Case Cover (Complete). DO NOT disassemble the Control Valve Body from the Case Cover. Remove ONLY the Case Cover-to-Case bolts to remove the Case Cover and Valve Body from Transmission Case AS AN ASSEMBLY. To access all Case Cover-to-Case bolts, it is necessary to remove the Pressure Control Solenoid Valve Assembly (322), and 1-2 & 3-4 Shift Solenoid Valve Assemblies (315A, 315B). Page 8533 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6759 Page 12053 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 13113 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 8410 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 8100 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6857 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 1594 Page 5668 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 10412 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 10269 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the transaxle wiring harness. 3. Remove the control valve body bolts (375, 379, 381) that mount the fluid pressure manual valve position switch to the control valve body (300). 4. Important: When removing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully remove the fluid pressure manual valve position switch (395). 5. Inspect the fluid pressure manual valve position switch (395) for the following conditions: ^ Damaged electrical connector terminals ^ Damaged seals ^ Damaged switch membranes ^ Debris on the switch membranes Installation Procedure 1. Important: When installing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully install the fluid pressure manual valve position switch (395). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the control valve body bolts (375, 379, 381) that mount the TFP switch to the control valve body (300). ^ Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.). ^ Tighten the control valve body bolt (379) to 16 Nm (12 ft. lbs.). ^ Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.). 3. Connect the transaxle wiring harness. 4. Install the case side cover. Page 9149 Page 12267 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9708 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the transaxle wiring harness. 3. Remove the control valve body bolts (375, 379, 381) that mount the fluid pressure manual valve position switch to the control valve body (300). 4. Important: When removing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully remove the fluid pressure manual valve position switch (395). 5. Inspect the fluid pressure manual valve position switch (395) for the following conditions: ^ Damaged electrical connector terminals ^ Damaged seals ^ Damaged switch membranes ^ Debris on the switch membranes Installation Procedure 1. Important: When installing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully install the fluid pressure manual valve position switch (395). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the control valve body bolts (375, 379, 381) that mount the TFP switch to the control valve body (300). ^ Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.). ^ Tighten the control valve body bolt (379) to 16 Nm (12 ft. lbs.). ^ Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.). 3. Connect the transaxle wiring harness. 4. Install the case side cover. Page 10866 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 2588 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 8843 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8736 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 2351 Page 27 Arrows and Symbols ARROWS AND SYMBOLS Page 7097 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2136 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8005 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 12108 Page 1414 Inflatable Restraint Sensing and Diagnostic Module (Without RPO Code AY1) (Part 1) Page 13025 ^ When adding proper tire air pressure, it is important to remember fluctuations in outside air temperatures and tire temperatures effect tire air pressures. ^ After you have added the proper tire pressure, if the vehicle has a DIC (after the system has updated), check to see if DIC displays are the same readings as the tire pressure gauge used (adjust as necessary). ^ Only perform a TPM sensor re-learn after a tire rotation or system part replacements and use the Tech 2(R) to initiate the relearn whenever possible to avoid invalid sensor I.D. learns. Important: Always take outside temperature and tire temperature into consideration to properly set tire pressures. Foe example, on colder days (20°F/-7°C), if setting tire pressure when the vehicle has been indoors (60°F/16°C) or the tires are warm from being driven, it will be necessary to compensate for the low outside temperature by adding 21-27 kPa (3-4 psi) more then the placecard pressure. At some later time, when the vehicle has been parked outside for a while, the tires will cool off and the pressures will drop back into the placecard range. Important: Recently, nitrogen gas (for use in inflating tires) has become available to the general customer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. Tires inflated with nitrogen gas may exhibit less of a pressure change in response to outside temperature changes. Nitrogen gas inflation is compatible with GM TPM sensors. For additional information, refer to Corporate Service Bulletin 05-03-10-020C. Important: All Models (Except the Pontiac Vibe): Do not perform a TPM relearn at PDI, the system has already been set at the Assembly Plant. Do not perform a TPM relearn after adding air to the tires. The low tire light is similar to the low fuel indicator and adding something (fuel, air) to the vehicle makes that light turn back off again. Note that because of system behavior, some vehicles must be driven a short distance before the sensors recognize the increase in pressure and turns the light off again. Pontiac Vibe Only: Do not use the TPMS reset button to turn off the light. The system will update and light will turn off when all tire pressures have been adjusted followed by short distance drive. Important: All models (except the Pontiac Vibe): Each tire monitor sensor is learned to a specific vehicle corner. When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or Module), always use the Tech2(R) to initiate the J 46079 relearned process. Tech 2(R) - initiated relearns lock out other vehicle TPM signals that may be broadcasting in the area. Only signals initiated by the J 46079 tool will be accepted. This method avoids storing false TPM I.D.s and will prevent customers from returning with dashes (--) displayed in tire pressure readouts and/or a flashing tire pressure monitor (TPM) light. Checking the four TPM I.D.s with the Tech 2(R) prior to and following relearn to verify they are the same can prevent invalid I.D. learns. Pontiac Vibe Only: Tire Monitor Sensors are not learned to a specific vehicle corner. Do not perform a TPM Reset after tire rotation. The TPMS Reset button must only be used during pre-delivery inspection by the dealer to initialize the system (after all tire pressures have been adjusted properly) or when a Tire Pressure Monitor System component is replaced. The J 46079 tool does not work on Vibe TPM sensors. A TPMS relearn on Vibe must be preformed with a Tech 2(R) to set the TPMS Module in learn mode. The TPMS sensor IDs are entered through the Tech 2(R). Refer to SI for further Vibe TPMS information. Labor Operation and Repair Order/Warranty System Claim Required Documentation Important: The ONLY time labor operation E0726 or E0722 should be used is to diagnose for a system issue. That should ONLY occur if, at key ON, without starting the engine, the Tire Pressure Monitor (TPM) blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC) If that occurs, a TPM system problem exists and the system will have set a DTC. If one of these operastions is used, the following Repair Order and Warranty System documentation are required: ^ Document the customer complaint on the Repair Order. ^ Document the TPMS DTC that has set on the Repair Order. ^ Enter the TPMS DTC in the Warranty System (WINS) in the Failure Code/DTC field on the claim submission (refer to the Claims Processing Manual, Section IV, Warranty claim Data, Page 6, Item G). If the above information is not documented on the Repair Order and Warranty System, the claim may be rejected. If the Warranty Parts Center (WPC) generates a request, this repair order documentation must be sent back. Page 2586 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Diagrams Engine Oil Level Switch Page 3252 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 8415 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 7180 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10394 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 6211 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6109 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10876 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Diagram Information and Instructions Fuel Injector: Diagram Information and Instructions Electrical Symbols Page 1062 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 9571 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8650 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9398 Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Case Replacement Ignition Lock Cylinder Case Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the ignition lock cylinder. 3. Remove the ignition switch. 4. Remove the steering column tilt head components. 5. Remove the turn signal switch housing. 6. Remove the turn signal and multifunction switch assembly only. Page 5482 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 5706 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5581 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Service and Repair Starter Motor: Service and Repair STARTER MOTOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the front lower air deflector panel. 3. Remove the torque converter cover. 4. Remove the starter solenoid BAT terminal nut (1) from the starter motor. 5. Remove the positive battery cable terminal (2) and engine harness terminal (3) from the starter. 6. Disconnect the starter motor electrical connector (3). Page 3317 5. Measure 25 mm (1 in) from both ends of new power steering hose. 6. Mark the new power steering hose measurements with a white or yellow marker as shown in illustration. 7. Apply GM Super Lube(R), P/N 12346241, or equivalent to the inside ends of the new power steering hose. 8. Slide the new clamps onto the new power steering hose. 9. Install the new power steering hose. 10. Position the power steering hose clamps between the white or yellow measurement lines created in Step 6 and the end of the new hose. Ensure the clamp is NOT placed over the hard line flare. 11. Tighten the clamps until the torque cap breaks off of the clamp. 12. Clean the fluid from the underbody of the vehicle. 13. Lower the vehicle. 14. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to the Checking and Adding Power Steering Fluid procedure in SI. V8 Engine Note The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. Page 9767 Passenger Car Zoning PASSENGER CAR ZONING Page 8830 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 6641 Body Control Module (BCM) C7 Page 2315 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4345 Variable Valve Timing Actuator: Removal and Replacement This article or image reflects the changes called out in TSB#05-06-01-027 Dated 09/16/05 For the following vehicles 2006 Buick Terraza,2006 Chevrolet Impala, Malibu, SS, Malibu Maxx, Monte Carlo, Uplander, 2006 Pontiac G6, Montana SV6 and 2006 Saturn Relay with 3.5 L or 3.9 L ( VIN's N, K, 1 & RPO's LZ4, LZE, And LZ9). Notice: Use only a Torx Plus bit when removing or Installing Camshaft Position Actuator retention fasteners. The Torx Plus(R) design differs from typical Torx(R) fastener. Use of a standard TORX(R) bit on TORX Plus(R) fasteners may result in a rounded out fastener head, incorrect fastener torque or a damaged Torx Plus(R) bit. The Torx Plus(R) bit size is a T30 Camshaft Position Actuator Magnet Replacement Removal Procedure 1. Remove the intake manifold cover. 2. Disconnect the camshaft position actuator magnet electrical connector (2). Page 11874 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 6723 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5176 Page 2282 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8612 Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 12369 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 4830 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Description and Operation Maintenance Required Lamp/Indicator: Description and Operation SERVICE VEHICLE SOON INDICATOR The "SERVICE VEHICLE SOON" indicator is used to inform the technician that a Non-Emissions releated malfunction of the Computerized Engine Control System or Body Control System has occurred, (a DTC has occurred). This light does not indicate a maintenance service is needed. The "SERVICE VEHICLE SOON" indicator is checked for proper operation while the engine is cranking, and will turn off after the engine is running. Depending on the trouble code set, the "SERVICE VEHICLE SOON" indicator will come on and stay on while the malfunction is taking place. If a malfunction is intermittent, the "SERVICE VEHICLE SOON" indicator that came on will go out when the malfunction is no longer detected by the computer. Page 7985 Page 7449 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 10373 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 7742 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 12895 1. If you are replacing the frame, install the following components: * Both of the lower control arms-Refer to Lower Control Arm Replacement. * The stabilizer shaft-Refer to Stabilizer Shaft Replacement. * The spacers, the upper insulator, the lower insulator, and the retainers-Refer to Frame Cushion or Insulator Replacement - Front and to Frame Cushion or Insulator Replacement - Rear. 2. Position the engine support table with the frame under the vehicle. 3. Lower the vehicle to the frame. 4. Loosely install the bolts (1) to secure the frame to the body. Notice: Refer to Fastener Notice. Page 6153 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 966 For vehicles repaired under warranty, use the table. Disclaimer Page 4246 33. Install the PCV foul air tube. 34. Install the PCV fresh air tube. 35. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 36. Install the intake manifold cover. 37. Connect the negative battery cable. Page 3594 Page 8905 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 3638 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6845 Page 8491 Page 1703 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 9127 1. Install the ignition coil. NOTE: Refer to Fastener Notice. 2. Install the ignition coil bolt. Tighten the bolts to 4.5 N.m (40 lb in). 3. Connect the right side spark plug wires to the ignition coil. Page 1902 Arrows and Symbols ARROWS AND SYMBOLS Page 2267 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch (TCC) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the torque converter clutch (TCC) solenoid electrical connector. 3. Remove the TCC solenoid retaining clip (314) 4. Remove the TCC solenoid (315). Installation Procedure 1. Install the TCC solenoid (315). 2. Install the TCC solenoid retaining clip (314). 3. Connect the TCC solenoid electrical connector. 4. Install the case side cover. Page 1802 Engine Oil Cooler Replacement - Auxiliary Oil Cooler: Service and Repair Engine Oil Cooler Replacement - Auxiliary Engine Oil Cooler Replacement - Auxiliary Removal Procedure 1. Remove the upper air baffle. 2. Remove the right engine splash shield. 3. Remove the lower air baffle. 4. Remove the support clip from the engine oil cooler lines 5. Reposition the hose clamps on the power steering cooler lines. 6. Remove the power steering oil cooler lines from the power steering cooler. 7. Remove the engine oil cooler lines from the engine oil cooler. 8. Remove the upper bolt (1) from the engine oil cooler/power steering cooler. 9. Remove the lower bolts (2) from the engine oil cooler/power steering cooler. 10. Remove the engine oil cooler/power steering cooler from the vehicle. Installation Procedure 1. Install the engine oil cooler/power steering cooler to the vehicle. 2. Notice: Refer to Fastener Notice. Install the upper bolt (1) to the engine oil cooler/power steering cooler bracket. Tighten the bolt to 2 Nm (18 inch lbs.). 3. Install the lower bolts (2) to the engine oil cooler/power steering cooler bracket. Tighten the bolts to 2 Nm (18 inch lbs.). 4. Install the engine oil cooler lines to the engine oil cooler. Page 3520 Page 8623 Page 7797 Page 1721 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 12792 19. Install the automatic transmission shift lock control. 20. Install the gear shift lever and put the column in the NEUTRAL position. 21. Adjust the automatic transmission shift lock control using the following steps: 1 Pull the tab (1) out on the block side (2) of the automatic transmission shift lock control. 2 Press on the adjuster block (2) to compress the internal adjuster spring to disengage the adjuster teeth. Slide the adjuster block (2) as far away from the solenoid as possible. 3 Lock in place by pushing the tab (1) back in. 22. Inspect the automatic transmission shift lock control using the following steps: 1 The automatic transmission shift lock control must lock the shift lever clevis when it is put into the PARK position. 2 When the column is installed in the vehicle you will not be able to shift the gear shift lever out of the PARK position without pressing on the brake pedal. The solenoid will be energized. 3 Readjust if needed. 23. Install the tilt spring assembly only. 24. Install the ignition lock cylinder case. Page 1685 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 8663 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Diagram Information and Instructions Fuse Block: Diagram Information and Instructions Electrical Symbols Page 160 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 11468 Diagram Information and Instructions Shift Solenoid: Diagram Information and Instructions Electrical Symbols Page 6738 1. Coat the threads of the ECT sensor with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. 2. Install the ECT sensor. NOTE: Refer to Fastener Notice. Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Install the intake manifold cover, if necessary. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair Page 6319 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5274 Passenger Car Zoning PASSENGER CAR ZONING Page 10075 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 3170 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Page 1840 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 5332 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2368 Arrows and Symbols ARROWS AND SYMBOLS Page 4387 Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Electrical - Intermittent MIL/DTC P2138/Reduced Power Multiple Junction Connector: Customer Interest Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Clutch: All Technical Service Bulletins A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 11489 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2604 Page 3293 29. Connect both stabilizer shaft links. 30. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 31. Clean power steering fluid from the underbody of the vehicle. 32. Remove the drain pan. 33. Lower the vehicle. 34. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid in SI. Page 11928 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 4783 Radiator Cooling Fan Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5992 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 6035 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 1137 Page 5671 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8061 Page 2061 Fuel Tank Pressure Sensor: Service and Repair FUEL TANK PRESSURE SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the fuel tank. 2. Remove the fuel tank pressure sensor (1) from the fuel sender assembly. INSTALLATION PROCEDURE 1. Install the new fuel tank pressure sensor (1) to the fuel sender assembly. 2. Install the fuel tank. Page 4798 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 2622 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 1387 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 6889 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 75 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 1080 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Diagram Information and Instructions Radiator Cooling Fan Motor Relay: Diagram Information and Instructions Electrical Symbols Page 8597 Application Table (Part 1) Page 1643 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9551 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 3172 For vehicles repaired under warranty, use the table. Disclaimer Page 9930 Pressure Control Solenoid Valve Connector, Wiring Harness Side Page 4630 Application Table (Part 1) Page 11619 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 11026 Transmission Speed Sensor: Service and Repair Input Speed Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the input speed sensor electrical connector. 3. Remove the input speed sensor retaining clip (441). 4. Remove the input speed sensor (440). 5. Inspect the input speed sensor (440) for the following conditions: ^ Damaged or missing magnet ^ Damaged housing ^ Bent or missing electrical terminals ^ Damaged speed sensor clip (441) Installation Procedure 1. Install the input speed sensor (440). 2. Install the input speed sensor retaining clip (441). 3. Connect the input speed sensor electrical connector. 4. Install the case side cover. Page 12012 Locations LF Of The Engine Compartment Page 1889 Page 10051 Page 8452 5. Pull the fuel line connection apart. 6. Use a clean shop towel in order to wipe off the male pipe end. NOTE: If necessary, remove rust or burrs from the fuel pipes with an emery cloth. Use a radial motion with the fuel pipe end in order to prevent damage to the O-ring sealing surface. Use a clean shop towel in order to wipe off the male tube ends. Inspect all the connections for dirt and burrs. Clean or replace the components and assemblies as required. 7. Inspect both ends of the fitting for dirt and burrs. Clean or replace the components as required. INSTALLATION PROCEDURE 1. Apply a few drops of clean engine oil to the male pipe end. CAUTION: Refer to Fuel Pipe Fitting Caution. 2. Push both sides of the fitting together in order to snap the retaining tabs into place. 3. Once installed, pull on both sides of the fitting in order to make sure the connection is secure. Page 2177 Page 7364 Page 10725 Constant Velocity Joint Boot: Service and Repair Wheel Drive Shaft Outer Joint and Seal Replacement Wheel Drive Shaft Outer Joint and Seal Replacement ^ Tools Required 41048 Drive Axle Swage Ring Clamp - 8059 Snap Ring Pliers - 35910 Drive Axle Seal Clamp Pliers Disassembly Procedure 1. Remove the large seal retaining clamp from the CV joint with a side cutter. Discard the seal retaining clamp. 2. Notice: Do not cut through the wheel drive shaft inboard seal during service. Cutting through the seal may damage the sealing surface of the housing and the tripot bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint. Use a hand grinder to cut through the swage ring in order to remove the swage ring. 3. Separate the halfshaft outboard seal from CV joint outer race (1) at large diameter. 4. Slide the seal (5) away from joint along halfshaft bar (4). 5. Wipe the grease from the face of the CV joint inner race (2). 6. Spread the ears on the race retaining ring (3) with J 8059. 7. Remove the CV joint assembly (1) from the halfshaft bar (4). 8. Remove the halfshaft outboard seal (5) from the halfshaft bar (4). 9. Discard the old outboard seal. Page 6959 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 7843 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8136 5. Install the engine harness clip to the engine bracket. 6. Connect the intake manifold tuning valve electrical connector. 7. Install the intake manifold cover. Engine Control Module (ECM) Engine Control Module: Description and Operation Engine Control Module (ECM) ENGINE CONTROL MODULE (ECM) DESCRIPTION The engine control module (ECM) interacts with many emission related components and systems, and monitors the emission related components and systems for deterioration. OBD II diagnostics monitor the system performance and a diagnostic trouble code (DTC) sets if the system performance degrades. The malfunction indicator lamp (MIL) operation and the DTC storage are dictated by the DTC type. A DTC is ranked as a Type A or Type B if the DTC is emissions related. Type C is a non-emissions related DTC. The ECM is in the engine compartment. The ECM is the control center of the engine controls system. The ECM controls the following components: - The fuel injection system - The ignition system - The emission control systems - The on-board diagnostics - The A/C and fan systems - The throttle actuation control (TAC) system The ECM constantly monitors the information from various sensors and other inputs, and controls the systems that affect the vehicle performance and the emissions. The ECM also performs diagnostic tests on various parts of the system. The ECM can recognize operational problems and alert the driver via the MIL. When the ECM detects a malfunction, the ECM stores a DTC. The condition area is identified by the particular DTC that is set. This aids the technician in making repairs. ECM Function The engine control module (ECM) can supply 5 volts or 12 volts to the various sensors or switches. This is done through pull-up resistors to the regulated power supplies within the ECM. In some cases, even an ordinary shop voltmeter will not give an accurate reading because the resistance is too low. Therefore, a DMM with at least 10 megaohms input impedance is required in order to ensure accurate voltage readings. The ECM controls the output circuits by controlling the ground or the power feed circuit through the transistors or a device called an output driver module. EEPROM The electronically erasable programmable read only memory (EEPROM) is a permanent memory that is physically part of the engine control module (ECM). The EEPROM contains program and calibration information that the ECM needs in order to control the powertrain operation. Special equipment, as well as the correct program and calibration for the vehicle, are required in order to reprogram the ECM. Data Link Connector (DLC) The data link connector (DLC) is a 16-pin connector that provides the technician a means of accessing serial data for aid in the diagnosis. This connector allows the technician to use a scan tool in order to monitor the various serial data parameters, and display the DTC information. The DLC is located inside of the drivers compartment, underneath the dash. Malfunction Indicator Lamp (MIL) The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle emissions. ECM Service Precautions The engine control module (ECM), by design, can withstand the normal current draws that are associated with the vehicle operations. However, care must be used in order to avoid overloading any of these circuits. When testing for opens or shorts, do not ground or apply voltage to any of the ECM circuits unless the diagnostic procedure instructs you to do so. These circuits should only be tested with a DMM. Emissions Diagnosis For State I/M Programs This OBD II equipped vehicle is designed to diagnose any conditions that could lead to excessive levels of the following emissions: Hydrocarbons (HC) - Carbon monoxide (CO) - Oxides of nitrogen (NOx) - Evaporative emission (EVAP) system losses Should this vehicles on-board diagnostic system (ECM) detect a condition that could result in excessive emissions, the ECM turns ON the malfunction indicator lamp (MIL) and stores a DTC that is associated with the condition. Aftermarket (Add-On) Electrical And Vacuum Equipment Page 1866 Tire and Wheel Removal and Installation Tires: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Complete Torque Socket Set Removal Procedure Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs, or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the specified torque to avoid bending the wheel or rotor. Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. In order to avoid expensive brake repairs, evenly tighten the wheel nuts to the proper torque specification. Notice: Removing wheels can be difficult because of foreign material or a tight fit between the wheel center hole and the hub or rotor. Excessive force, such as hammering on the wheel or tire, can cause damage. Slightly tapping the tire side wall with a rubber mallet is acceptable. 1. Tighten all wheel nuts on the affected wheel. 2. Loosen each wheel nut 2 turns. 3. Rock the vehicle from side to side in order to loosen the wheel. If this does not loosen the wheel, rock the vehicle front to back applying quick hard jabs to the brake pedal to loosen the wheel. 4. Repeat this procedure if the wheel does not break free. 1. Raise the vehicle. Support the vehicle with suitable safety stands. Refer to Vehicle Lifting. 2. Remove the wheel nuts from the tire and wheel assembly. 3. Mark the location of the tire and wheel assembly to the hub assembly. 4. Remove the tire and wheel assembly from the vehicle. 5. Clean the wheel nuts, studs and the wheel and rotor mounting surfaces. Installation Procedure Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Page 1959 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 9421 Service and Repair Air Cleaner Fresh Air Duct/Hose: Service and Repair AIR CLEANER OUTLET DUCT REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the positive crankcase ventilation (PCV) tube from the air inlet duct. 2. Loosen the air inlet duct clamp at the throttle body. 3. Remove the air inlet duct from the throttle body. 4. Loosen the air inlet duct clamp at the mass air flow (MAF)/intake air temperature (IAT) sensor. 5. Remove the air inlet duct from the MAF/IAT sensor. INSTALLATION PROCEDURE 1. Install the air inlet duct from the MAF/IAT sensor. 2. Tighten the air inlet duct clamp at the MAF/IAT sensor. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the clamp to 3 N.m (27 lb in). 3. Install the air inlet duct to the throttle body. 4. Tighten the air inlet duct clamp at the throttle body. Tighten the clamp to 3 N.m (27 lb in). 5. Connect the PCV tube to the air inlet duct. Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor Grommet Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting: ^ Place the sensors cap and valve on a dry clean surface after removal, the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ Position the bead breaking fixture 90 degrees from the valve stem when separating the tire bead from the wheel. ^ Position the mounting/dismounting head so the tire iron, or pry bar can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, replace the sensor. Refer to Tire Pressure Sensor Replacement. Also remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the sensor from the wheel hole. 6. Remove the sensor grommet from the valve stem. Installation Procedure 1. Clean any dirt or debris from the grommet sealing areas. 2. Install the grommet on the sensor valve stem. 3. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 4. Notice: Refer to Fastener Notice in Service Precautions. Page 9805 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7954 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 719 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 13126 *This product is currently available from 3M. To obtain information for your local retail location please call 3M at 1-888-364-3577. **This product is currently available from Meguiars (Canada). To obtain information for your local retail location please call Meguiars at 1-800-347-5700 or at www.meguiarscanada.com. ^ This product is currently available from Tri-Peek International. To obtain information for your local retail location please call Tri-Peek at 1-877-615-4272 or at www.tripeek.com. Disclaimer Page 9169 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 5415 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Burnishing Pads and Rotors Brake Rotor/Disc: Service and Repair Burnishing Pads and Rotors Burnishing Pads and Rotors Caution: Refer to Road Test Caution in Service Precautions. Burnishing the brake pads and brake rotors is necessary in order to ensure that the braking surfaces are properly prepared after service has been performed on the disc brake system. This procedure should be performed whenever the disc brake rotors have been refinished or replaced, and/or whenever the disc brake pads have been replaced. 1. Select a smooth road with little or no traffic. 2. Accelerate the vehicle to 48 km/h (30 mph). Important: Use care to avoid overheating the brakes while performing this step. 3. Using moderate to firm pressure, apply the brakes to bring the vehicle to a stop. Do not allow the brakes to lock. 4. Repeat steps 2 and 3 until approximately 20 stops have been completed. Allow sufficient cooling periods between stops in order to properly burnish the brake pads and rotors. Page 2634 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 5655 Page 9635 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 6458 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9662 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 12356 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 2185 Page 12000 Page 291 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Page 4971 1. Install a NEW exhaust manifold gasket onto the cylinder head studs. 2. Install the exhaust manifold. 3. Notice: Refer to Fastener Notice. Install the exhaust manifold bolts. Tighten the bolts to 20 Nm (15 ft. lbs.). 4. Install the exhaust crossover pipe to left exhaust manifold nuts. Tighten the nuts to 20 Nm (15 ft. lbs.). Page 7838 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2047 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Page 12260 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5099 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7958 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2802 Page 6733 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 8741 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 2504 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Diagram Information and Instructions Radiator Cooling Fan Control Module: Diagram Information and Instructions Electrical Symbols Page 9627 Page 8128 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 6960 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 3385 Engine Oil: Fluid Type Specifications ENGINE OIL TYPE Look for two things: 1.GM6094M Your vehicle's engine requires oil meeting GM Standard GM6094M. 2.SAE 5W-30 is best for your vehicle. These numbers on an oil container show its viscosity, or thickness. Do not use other viscosity oils such as SAE 20W-50. Oils meeting these requirements should also have the starburst symbol on the container. This symbol indicates that the oil has been certified by the American Petroleum Institute (API). You should look for this information on the oil container, and use only those oils that are identified as meeting GM Standard GM6094M and have the starburst symbol on the front of the oil container. NOTICE: Use only engine oil identified as meeting GM Standard GM6094M and showing the American Petroleum Institute Certified For Gasoline Engines starburst symbol. Failure to use the recommended oil can result in engine damage not covered by your warranty. GM Goodwrench oil meets all the requirements for your vehicle. If you are in an area of extreme cold, where the temperature falls below -20°F (-29°C), it is recommended that you use either an SAE 5W-30 synthetic oil or an SAE 0W-30 oil. Both will provide easier cold starting and better protection for your engine at extremely low temperatures. ENGINE OIL ADDITIVES Do not add anything to your oil. The recommended oils with the starburst symbol that meet GM Standard GM6094M are all you will need for good performance and engine protection. Page 5103 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Locations Fluid Pressure Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 7127 Application Table (Part 1) Page 9818 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 516 Vehicles Involved A list of involved vehicles currently in dealer inventory is attached to the Administrative Message (US) or Dealer Communication (Canada) used to release this bulletin. Customer vehicles that return for service, for any reason, and are still covered under the vehicle's base warranty, and are within the VIN breakpoints provided below, should be checked for vehicle eligibility in the appropriate system listed below. Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. Claim Information Programming Remote Keyless Entry Transmitters Using the Driver Information Center (DIC) All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at the same time, including the one programmed at the dealership. Those transmitters not programmed at the same time will not function properly. Follow the procedure below for programming. This procedure is also published in the Owner Manual. Page 6489 LF Of The Engine Compartment Interior - Revised Front Door Switch Bezel Replacement Power Window Switch: Technical Service Bulletins Interior - Revised Front Door Switch Bezel Replacement Bulletin No.: 06-08-64-017 Date: April 05, 2006 SERVICE MANUAL UPDATE Subject: Revised Front Door Switch Bezel Replacement and Front Side Door Window Switch Replacement - Left Side Models: 2006 Chevrolet Monte Carlo This bulletin is being issued to revise the Front Door Switch Bezel Replacement procedure and the Front Side Door Window Switch Replacement - Left Side procedure in the Doors sub-section of the Service Manual. Please replace the current information in the Service Manual with the following information. Page 6068 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 11017 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the transaxle wiring harness. 3. Remove the control valve body bolts (375, 379, 381) that mount the fluid pressure manual valve position switch to the control valve body (300). 4. Important: When removing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully remove the fluid pressure manual valve position switch (395). 5. Inspect the fluid pressure manual valve position switch (395) for the following conditions: ^ Damaged electrical connector terminals ^ Damaged seals ^ Damaged switch membranes ^ Debris on the switch membranes Installation Procedure 1. Important: When installing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully install the fluid pressure manual valve position switch (395). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the control valve body bolts (375, 379, 381) that mount the TFP switch to the control valve body (300). ^ Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.). ^ Tighten the control valve body bolt (379) to 16 Nm (12 ft. lbs.). ^ Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.). 3. Connect the transaxle wiring harness. 4. Install the case side cover. Page 4224 Intake Manifold: Specifications FASTENER TIGHTENING SPECIFICATIONS Upper Intake Manifold Bolt/Stud ............................................................................................................................................................. 25 Nm (18 ft. lbs.) Lower Intake Manifold Bolt - Center First Pass ............................................................................................................................................. ..................................................... 7 Nm (62 in. lbs.) Final Pass ......................................................... ....................................................................................................................................... 16 Nm (12 ft. lbs.) Lower Intake Manifold Bolt - Corner First Pass ............................................................................................................................................. .................................................. 7 Nm (62 inch lbs.) Final Pass .......................................................... ...................................................................................................................................... 25 Nm (18 ft. lbs.) Throttle Body Bolt/Nut ......................................................................................................................... ................................................ 10 Nm (89 inch lbs.) Throttle Body Stud ............................................. ..................................................................................................................................... 6 Nm (53 inch lbs.) Page 2973 Power Window Switch: Service and Repair Power Window Switch Replacement - Left Front Power Window Switch Replacement - Left Front (Monte Carlo) Campaign - Keyless Entry Transmitter/Module Programming Technical Service Bulletin # 07007C Date: 070215 Campaign - Keyless Entry Transmitter/Module Programming Subject: Service Update for Inventory and Customer Vehicles-Remote Keyless Entry (RKE) Inoperative and Battery Rundown - Expires with Base Warranty # 07007C - (02/15/2007) Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2006-2007 Chevrolet Impala, Monte Carlo 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe 2007 GMC Yukon, Yukon XL 2007 Pontiac Torrent THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED TO ADDRESS VEHICLES WITHOUT A DRIVER INFORMATION CENTER (DIC) AND POWER DOOR LOCKS/WINDOWS, AND A CONDITION WHERE THE ODOMETER DISPLAYS METRIC UNITS INSTEAD OF ENGLISH UNITS. DISCARD ALL COPIES OF BULLETIN 07007AB ISSUED FEBRUARY 2007. TECHNICIAN MAY EXPERIENCE SLOW PERFORMANCE USING THE TIS2 WEB APPLICATION WHEN REPROGRAMMING THE VEHICLE TO CORRECT THE CONDITION TECHNICIANS MAY NOTICE THE SLOWER APPLICATION PERFORMANCE FROM MID-MORNING UNTIL LATE AFTERNOON TO ASSIST IN IMPROVING PERFORMANCE AND REDUCE PROGRAMMING TIME IT IS RECOMMENDED TO COMPLETE THE BULLETIN PROCEDURE ON CUSTOMER VEHICLES FIRST. VEHICLES IN INVENTORY SHOULD BE PROGRAMMED USING OFF PEAK HOURS IF SLOW PERFORMANCE IS EXPERIENCED. This bulletin provides a service procedure for reprogramming the remote control door lock receiver (RCDLR) and the remote keyless entry transmitter (FOB) on certain 2006-2007 Buick Lucerne; 2006-2007 Cadillac DTS; 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX; 2006-2007 Chevrolet Impala, Monte Carlo; 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe; 2007 GMC Yukon, Yukon XL; and 2007 Pontiac Torrent vehicles. On these vehicles, the RKE may become inoperative. Also, for the 2007 Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL vehicles (GMT900 Utility) only, this bulletin provides a service procedure for reprogramming the body control module (BCM). On these vehicles, and under certain conditions such as operating the radio with the engine off the battery can become discharged, preventing engine start-up. This service procedure should be completed as soon as possible on involved vehicles currently in dealer inventory and customer vehicles that return to the dealer for any type of service during the New Vehicle Limited Warranty coverage period. Page 2216 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 6082 Page 6677 Conversion - English/Metric (Part 1) Page 7689 Page 1547 1. Install the hub and bearing assembly (1) to the vehicle. 2. Connect the electrical connector to the rear wheel speed sensor. 3. Install the wheel and tire assembly. 4. Lower the vehicle. 5. Turn the ignition switch to the ON position, with the engine OFF. 6. Perform the Diagnostic System Check - Vehicle. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle Page 8739 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1100 Body Control Module (BCM) C7 Restraints - Air Bag Lamp ON/DTC B1019 Instrument Panel Control Module: Customer Interest Restraints - Air Bag Lamp ON/DTC B1019 Bulletin No.: 07-09-41-008B Date: February 07, 2008 TECHNICAL Subject: Air Bag Readiness Light On, DTC B1019 Set in Sensing and Diagnostic Module (SDM) (Reprogram Instrument Panel Cluster (IPC)) Models: 2006-2008 Buick Lucerne Built Prior to January 8, 2008 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Built Prior to November 19, 2007 (VIN Breakpoint 89276078) Supercede: This bulletin is being revised to add the 2008 Buick Lucerne and to provide production implementation dates. Please discard Corporate Bulletin Number 07-09-41-008A (Section 09 Restraints). Condition Some customers may comment on the air bag readiness light being illuminated. A scan tool may reveal DTC B1019 with a symptom code of 3A set as history in the SDM. If the code is set as current, use the appropriate SI instructions for this DTC to troubleshoot this concern. Cause The instrument panel cluster (IPC) has failed to detect the passenger airbag ON/OFF indicator due to a software timing concern and has transmitted this information to the SDM. The IPC can fail to detect this ON/OFF indicator if there is an unbuckled passenger and the vehicle is running because the IPC is checking the status of the indicator at the incorrect timing interval. This DTC can also set more frequently in low voltage operation. Correction A revised IPC calibration has been developed to address this issue. Reprogram the IPC with updated calibration files using the TIS2WEB Service Programming System (SPS) application. As always make sure your Tech 2(R) is updated with the latest software version. Warranty Information Page 5434 Description and Operation Variable Induction Control Valve: Description and Operation INTAKE MANIFOLD TUNING VALVE SYSTEM DESCRIPTION INTAKE MANIFOLD TUNING (IMT) VALVE SYSTEM The intake manifold tuning (IMT) valve system uses variable air induction tuning in order to achieve maximum performance and efficiency over the entire operating range of the engine. The characteristic torque curve of a normally aspirated engine depends mainly on how the engines average pressure changes over the engine speed range. The average pressure is proportional to the volume of the air mass present in the cylinder when the inlet valve is closed. The design of the inlet system determines how large an air mass can be drawn into a cylinder at a given engine speed. An IMT valve is used to change the intake manifold plenum configuration. When the IMT valve is open, the intake manifold is configured to one large plenum. When the IMT valve is closed, the intake manifold is configured to two smaller plenums. The two intake manifold plenum sizes result in different torque curves, which improves performance at low and high engine speeds. During low speed, high load conditions the IMT valve is closed creating a longer runner path inside the plenum, which increases torque. During higher engine speeds and loads, the IMT valve opens creating a shorter runner path inside the plenum, which increases horsepower. The IMT Valve assembly consists of the following: A tuning valve - A micro-processor - An electric motor - A hall-effect switch - An ignition voltage circuit - A ground circuit - A variable tuning signal circuit - An IMT fan position signal circuit Ignition Voltage Circuit An ignition voltage is supplied directly to the IMT valve assembly through a 10-amp fuse. The ignition voltage provides power to a microprocessor and to a motor that rotates the IMT valve within the intake Manifold. Ground Circuit The ground circuit is supplied directly to the IMT valve assembly. This circuit provides a ground for the micro-processor and the motor. Variable Tuning Signal Circuit During operation the control module applies ground to the variable tuning signal circuit which indicates to the microprocessor within the IMT valve to turn the motor ON which rotates the IMT valve within the intake manifold plenum. IMT Fan Position Signal Circuit When the IMT valve is rotated the hall-effect switch detects the movement and provides a signal to the micro-processor which provides a feedback signal to the control module. The control module uses this feedback signal to determine the position of the IMT valve. Page 8757 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10401 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 3550 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7080 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 12642 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Page 5742 Page 8517 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 11996 Page 9682 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 878 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Electrical Symbols Page 5307 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4788 Page 1233 Page 10826 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Removal Procedure 1. Remove the knee bolster bracket. 2. Disconnect the automatic shift lock actuator electrical connector. 3. Remove the actuator from the steering column ball studs. Installation Procedure 1. Install the automatic shift lock control actuator to the steering column ball studs. 2. Connect the automatic shift lock actuator electrical connector. 3. Place the column in the neutral position. Page 8706 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 131 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 5510 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10002 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 975 For vehicles repaired under warranty, use the table. Disclaimer Page 2290 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8038 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 10976 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 8493 Capacity Specifications Refrigerant Oil: Capacity Specifications REFRIGERANT SYSTEM CAPACITIES ABRUPT REFRIGERANT LOSS ........................................................................................................................................................ 60 ml (2.0 ounces) NOTE: Abrupt refrigerant loss due to large leak, hose rupture, collision, or pressure relief valve opening. Conditions that allow the refrigerant to seep or bleed off over time do not cause this oil loss. Upon replacement of a component that caused a large refrigerant loss, also add the required amount of oil for the particular component. COMPRESSOR REPLACEMENT The 7CVC service compressor is shipped with ..................................................................................................................................... 150 ml (5 ounces) NOTE: If more than the specified amount of PAG oil was drained from a component, add the amount drained. IMPORTANT: Compressor failure can occur if the oil removed during refrigerant recovery is not replaced. CONDENSER REPLACEMENT ......................................................................................................................................................... 30 ml (1.0 ounces) NOTE: If more than the specified amount of PAG oil was drained from a component, add the amount drained. EVAPORATOR REPLACEMENT ...................................................................................................................................................... 90 ml (3.0 ounces) NOTE: If more than the specified amount of PAG oil was drained from a component, add the amount drained. ANY LINE SET (HOSE/TUBE OR TUBE ASSEMBLY) REPLACEMENT ................................................................................... 30 ml (1.0 ounces) NOTE: If more than the specified amount of PAG oil was drained from a component, add the amount drained. NOTE: Abrupt refrigerant loss due to large leak, hose rupture, collision, or pressure relief valve opening. Conditions that allow the refrigerant to seep or bleed off over time do not cause this oil loss. Upon replacement of a component that caused a large refrigerant loss, also add the required amount of oil for the particular component. TOTAL SYSTEM PAG OIL CAPACITY ......................................................................................................................................... 150.0 ml (5 ounces) NOTE: All capacities are approximate. Page 7512 Page 8040 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 2598 Page 4832 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6866 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 4586 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 5379 Page 10226 Fluid - A/T: Testing and Inspection Transmission Fluid Checking Procedure Step 1 - Step 12 Page 3116 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Release the spring clamps on top of the air cleaner housing. 3. Remove the air cleaner housing cover. 4. Remove the air filter element. INSTALLATION PROCEDURE 1. Install a NEW air filter element. 2. Install the air cleaner housing cover. 3. Engage the spring clamps on top of the air cleaner housing. 4. Install the air cleaner outlet duct. Page 5077 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 8113 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2470 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 3013 Measuring D Height 4. The D height is measured from a point 30 mm (1.1 inch) outboard of the rear brake hose bracket bolt centerline to the bolt centerline of the trailing arm to the knuckle attachment. 5. Push the rear bumper downward to 38 mm (1.5 inch). 6. Gently remove your hands. Allow the vehicle to settle into position. 7. Repeat the jouncing operation 2 more times for a total of 3 times. 8. Measure the D height dimension. 9. The true D height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. 10. If these measurements are out of specifications, inspect for the following conditions: ^ Improper weight distribution ^ Collision damage ^ Worn or damaged suspension components Page 6602 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 9871 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 3092 Step 1 - Step 3 Step 1 - Step 6 Drive Belt Vibration Diagnosis Drive Belt Vibration Diagnosis Page 11469 Page 1152 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1887 Page 12066 Page 10072 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 4741 For vehicles repaired under warranty, use the table. Disclaimer Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: Customer Interest Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 11804 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 471 Vehicles Involved A list of involved vehicles currently in dealer inventory is attached to the Administrative Message (US) or Dealer Communication (Canada) used to release this bulletin. Customer vehicles that return for service, for any reason, and are still covered under the vehicle's base warranty, and are within the VIN breakpoints provided below, should be checked for vehicle eligibility in the appropriate system listed below. Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. Claim Information Programming Remote Keyless Entry Transmitters Using the Driver Information Center (DIC) All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at the same time, including the one programmed at the dealership. Those transmitters not programmed at the same time will not function properly. Follow the procedure below for programming. This procedure is also published in the Owner Manual. Page 12667 Tighten the clamps until the torque cap breaks off of the clamp. 8. Clean the fluid from the underbody of the vehicle. 9. Lower the vehicle. 10. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to Checking and Adding Power Steering fluid in SI. 11. Check the power steering fluid level and bleed the system. Refer to Power Steering System bleeding in SI. V8 Engine Important: The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the vehicle. 3. Remove the power steering cover pipe/hose from the retaining clips on the frame. 4. Disconnect both stabilizer shaft links. Page 249 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Page 8088 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5084 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5927 Page 8258 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 10140 For vehicles repaired under warranty, use the table. Disclaimer Page 2626 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 11703 Page 6608 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2560 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11154 Important If runout is still present, contact the brake lathe supplier. ON-CAR TYPE LATHE Use the following procedure to calibrate an On-Car brake lathe: 1. Connect the lathe to a vehicle using the appropriate adapter. 2. Attach a vise-grip dial indicator to a fixed point in the wheel well and bring the dial indicator to a flat surface on the cutting head. 3. Turn on the lathe and press the "start" button so the lathe begins to compensate. 4. Once compensation is complete, note the runout as measured by the dial indicator. Measured runout at this point is overstated given that it is outside the rotor diameter. 5. If runout is in excess of 0.1016 mm (0.004 in) (0.050 mm (0.002 in) as measured within the rotor diameter), calibration must be tightened. Follow manufacturer's instructions for tightening the calibration of the lathe. This information is found in the manual supplied with the lathe. Important If the machine is taking a long time to compensate during normal use, prior to checking the lathe calibration, it is recommended that the machine be disconnected from the adapter and the adapter (still connected to the vehicle) is rotated 180 degrees and the machine reattached. This will accomplish two things: - It will re-verify the machine is properly attached to the adapter. - It will change the location of the runout (phase) relative to the machine and thus possibly allow for quick compensation as a result of the position change. The following information has been added as a reference to ensure your Pro-Cut PFM lathe provides a consistent smooth surface finish over long term usage. Cutting Tips / Depth of Cut / Tip Life The cutting tips must be right side up. Reference marks always face up. The cutting tips may not have chips or dings in the surface of the points. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. When cleaning or rotating the cutting bits, make sure that the seat area for the tip on the tool is free and clear of debris. Cutting Head On each brake job, the technician must center the cutting head for that particular vehicle using one of the mounting bolt holes on the slide plate. Once the head is centered, it is vital that the technician use one hand to push the head firmly and squarely back into the dovetail on the slide plate while using the other hand to tighten the Allen-Hex bolt that secures the head. Failure to do this could result in chatter occurring during the cut. Tool Holder Plate (Cutting Head) The tool holder plate is the plate that the cutting arms are attached to. It can bend or break if a technician accidently runs the cutting arms into the hub of the rotor while the rotor is turning. (Cuts of more than 0.508 mm (0.020 in) can also bend this plate). Once bent, the lathe will most likely not cut properly until the tool holder plate is replaced. In order to verify the condition of the tool holder plate on a machine that will not cut right, remove the mounting bolt and remove the cutting head from the slide plate. With the cutting head titled at an angle, lay the long edge of the tool holder plate down on the flat part of the slide plate. If any gap can be seen between the edge and the slide plate, the tool holder plate is bent and the source of vibration. Also check to ensure that the cutting arms are lying flat on the upper side of the tool holder plate. If the mounting arm post is bent, it will show itself by having the back of the cutting arm lifting off the surface of the tool holder. Gib Adjustment / Loose Gib As wear occurs between the slide plate and the box it rides on, you must take up the slack. You do this by way of a moveable wedge, which we call the gib. Your lathe manual details adjustment process, which you should perform when required after monthly checks or whenever surface finish is inconsistent. Brake Pulsation BRAKE PULSATION Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions: Page 7283 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 11646 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11821 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8756 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 4227 Intake Manifold: Service and Repair Intake Manifold Replacement - Lower Intake Manifold Replacement - Lower Removal Procedure Important: This engine uses a sequential multiport fuel injection system. Injector wiring harness connectors must be connected to their appropriate fuel injector or exhaust emissions and engine performance may be seriously affected. 1. Disconnect the negative battery cable. 2. Remove the upper intake manifold. 3. Remove the left valve rocker arm cover. 4. Remove the right valve rocker arm cover. 5. Disconnect the fuel feed line from the fuel rail. See: Powertrain Management/Fuel Delivery and Air Induction/Fuel Line Coupler/Service and Repair 6. Disconnect fuel injector inline connector (1). Page 6039 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 13191 Page 1411 Inflatable Restraint Sensing and Diagnostic Module (With RPO Code AJ7) (Part 2) Page 10358 4. Adjust the automatic shift lock control actuator. 1 Pull out the tab (1) on the adjuster block side (2) of the actuator. 2 Press on the adjuster block (2) in order to compress the internal adjuster spring and disengage the adjuster teeth. Slide the adjuster block as far away from the actuator as possible. 3 Lock in place by pushing in on the tab (1). 5. Inspect the actuator. ^ The actuator must lock the shift lever clevis when you place the clevis in the park position. ^ If you can move the shift lever without pressing on the brake pedal, readjust the actuator. 6. Install the knee bolster bracket. Page 4648 Page 6409 Page 7478 Engine Control Module: Connector Views Engine Control Module (ECM) C1 (Part 1) Page 6775 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8059 Page 3981 1. Apply lubricate GM P/N 1051344 (Canadian P/N 993037) to the nose of the valve blade (1). 2. Install the intake manifold tuning valve. NOTE: Refer to Fastener Notice. 3. Install the intake manifold tuning valve bolts. Tighten the bolts to 10 N.m (89 lb in). 4. Install the power steering pump. Page 7199 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 12197 Page 8668 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1964 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 2. Remove the intake manifold cover, if necessary. 3. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 4. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. Page 9941 Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Automatic Transmission Shift Lock Actuator Replacement (Column Shift) Removal Procedure 1. Remove the knee bolster bracket. 2. Disconnect the automatic shift lock actuator electrical connector. 3. Remove the actuator from the steering column ball studs. Installation Procedure 1. Install the automatic shift lock control actuator to the steering column ball studs. 2. Connect the automatic shift lock actuator electrical connector. 3. Place the column in the neutral position. Page 12159 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 10727 17. Remove the inner race (1) from the cage (2) by rotating the inner race (1) upward. 18. Clean the following items thoroughly with cleaning solvent. Remove all traces of old grease and any contaminates. ^ The inner and outer race assemblies ^ The CV joint cage ^ The chrome alloy balls 19. Dry all the parts. 20. Check the CV joint assembly for the following items: ^ Unusual wear ^ Cracks ^ Damage 21. Replace any damaged parts. 22. Clean the halfshaft bar. Use a wire brush to remove any rust in the seal mounting area (grooves). Assembly Procedure 1. Install the new swage ring (2) on the neck of the outboard seal (1). Do not swage. 2. Slide the outboard seal (1) onto the halfshaft bar and position the neck of the outboard seal (1) in the seal groove on the halfshaft bar. The largest groove below the sight groove on the halfshaft bar is the seal groove (3). Page 6777 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 11797 Page 7698 Page 2869 Impact Sensor: Service and Repair Inflatable Restraint Side Impact Sensor Replacement INFLATABLE RESTRAINT SIDE IMPACT SENSOR REPLACEMENT Page 10620 Disassembly/Reassembly 1. If a valve is restricted by a metal burr from machining that bore remove the valve and burr then inspect movement in the valve's normal position. If no other debris or restrictions are found reassemble the valve body and install in the transmission. 2. If the valve body has been contaminated with debris from another transmission component failure disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a positive identification and location of individual parts: ^ Left Side Control Valve Body Assembly ^ Right Side Control Valve Body Assembly ^ Control Valve Body Assembly Chart Valve Springs and Bore Plugs Caution: Use appropriate eye protection when cleaning the valve body to prevent injury. 3. Using GM Brake Clean or equivalent in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. 4. Clean individual valve body components with GM Brake Clean or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Page 5193 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 519 Important: Failure to successfully reprogram the BCM may result in the odometer displaying mileage in metric units instead of English units. To reset the odometer to display mileage in English units, remove the IPC 10 amp fuse from the underhood BEC. Do not reinstall the fuse for 5 minutes. 16. Proceed to RCDLR Reprogramming. RCDLR Reprogramming - For All Vehicles Important: The Tech 2 diagnostic tool must be updated with version 27.003 or later for reprogramming the Remote Control Door Lock Receiver (RCDLR). The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 10 for 2006 (available on 10/01/06) and on TIS DVD version 10/2006 or later that was mailed to dealers on October 18, 2006. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Make certain all tools connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for Remote Control Door Lock Receiver (RCDLR) Important: The Copy and Paste procedure in Step 7 does not apply to 2006 Lucerne vehicles. Please refer to the appropriate Tire Pressure Monitor reset procedure in SI. 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. 2. Turn on the Tech2(R). 3. Build the vehicle using the Tech 2(R). 4. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 5. Write down all four Pressure Sensor IDs on a sheet of paper. 6. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. Important: If "Replace Module Per Service Manual" message appears on the Tech 2 during this procedure, ignore the message and press the "Exit" key on the Tech 2 and proceed to the next step. Do NOT replace the module. 7. Run the Copy and Paste TPM Information Procedure (FO: Step 1). Follow the on-screen instructions: Turn the ignition to the ON position with the Page 4608 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 9671 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5497 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 4617 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 4833 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8422 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 12295 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 11263 20. Select the appropriate forming mandrel and place into the forming ram. 21. Rotate the hydraulic fluid control valve clockwise to the closed position. 22. Rotate the body of the J45405 until it bottoms against the die cage. 23. While guiding the forming mandrel into the exposed end of pipe to be flared, operate the lever of the J45405 until the forming mandrel bottoms against the clamping dies. 24. Rotate the hydraulic fluid control valve counterclockwise to the open position to allow the hydraulic forming ram to retract. 25. Loosen the die clamping screw and remove the dies and pipe. 26. If necessary, lightly tap the dies until the die halves separate. 27. Inspect the brake pipe flare for correct shape and diameter (a). 7.10 mm (0.279 inch) 0.18 mm (0.007 inch) flare diameter for 4.76 mm (3/16 inch) diameter pipe 28. If necessary, using the removed section of pipe as a template, shape the new pipe with a suitable brake pipe bending tool. Important: When installing the pipe, maintain a clearance of 19 mm (3/4 inch) from all moving or vibrating components. 29. Install the pipe to the vehicle with the appropriate brake pipe unions as required. 30. If previously released, secure the brake pipe to the retainers. 31. Bleed the hydraulic brake system. Refer to Hydraulic Brake System Bleeding (Manual) Hydraulic Brake System Bleeding (Pressure). 32. With the aid of an assistant, inspect the brake pipe flares for leaks by starting the engine and applying the brakes. Diagrams Vehicle Speed Sensor Connector, Wiring Harness Side Page 5388 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6480 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1076 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 4534 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 3185 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Page 9465 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 11860 Fuse Block - Underhood C2 (Part 2) Page 6017 Page 8974 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 4599 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 10019 Page 7633 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the A/T - Revised Converter Check Valve/Cooler Line Fitting Fluid Line/Hose: Technical Service Bulletins A/T - Revised Converter Check Valve/Cooler Line Fitting INFORMATION Bulletin No.: 04-07-30-017B Date: November 25, 2008 Subject: Information on 4T65-E MN7, M15, M76, MN3 Automatic Transmission Case, Cooler Fitting and Torque Converter Drain Back Check Ball Change Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks with one of the HYDRA-MATIC(R) Automatic Transmissions shown above. Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 04-07-30-017A (Section 07 - Transmission/Transaxle). Effective with Julian date 4019 (January 19, 2004), the 4T65E transaxle cases and cooler fittings have changed and are not interchangeable with past models. The technician may find that when replacing the inlet or outlet transmission cooler lines, the new lines cannot be connected to the transmission. A change to the transmission cooler line fittings was implemented in production on February 1, 2004. The cooler line fittings were changed to a design with a longer lead in pilot (1). The cooler line fittings with the longer lead in pilot will not fit on models built before February 1, 2004. The longer lead in pilot fittings (1) (9/16-18 UNF) have replaced the shorter lead in pilot fittings (2) (3/8-18 NPSF w/check ball & 1/4-18 NPSF). If the transmission cooler lines will not connect, then replace them with the following cooler line fittings as appropriate with the older, shorter lead in pilot design: ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Inlet Hose, P/N 20793004. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Inlet Hose, second design P/N 15264588. ^ For vehicles built prior to February 1, 2004, use Transmission Fluid Cooler Outlet Hose, P/N 20793005. ^ For vehicles built after February 1, 2004, use Transmission Fluid Cooler Outlet Hose, second design P/N 15264589. Page 12247 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 12034 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2175 Page 6183 Conversion - English/Metric (Part 1) Fastener Tightening Specifications Fastener Tightening Specifications Page 1530 Brake Fluid Level Sensor/Switch: Service and Repair Master Cylinder Fluid Level Sensor Replacement Removal Procedure 1. Disconnect the electrical connector from brake fluid level sensor. 2. Remove the brake fluid level sensor. Using needle nose pliers, carefully depress the retaining tabs on the end of the brake fluid level sensor (1) and press the sensor through the reservoir to remove. Installation Procedure 1. Place the brake fluid level sensor (1) into the reservoir, press into place to secure the sensor retaining tabs. 2. Connect the electrical connector to the brake fluid level sensor (1). Page 202 Page 2106 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 9212 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 11115 Brake Caliper: Service and Repair Brake Caliper Bracket Replacement - Front Brake Caliper Bracket Replacement - Front Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Remove the caliper from the mounting bracket and support the caliper with heavy mechanics wire or equivalent. It is not necessary to disconnect the hydraulic brake flexible hose from the caliper. 2. Remove the front brake pads. 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure 1. Important: To ensure that the proper clamp load will be present when installed. It is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER, GM P/N 12345493 (Canadian P/N 10953488) or equivalent, to the threads of the brake caliper bracket bolts (2). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bracket (1) with the bracket bolts (2). Tighten the caliper bracket bolts to 180 Nm (133 ft. lbs.). 4. Install the front brake pads. 5. Install the caliper. Page 9535 Page 9669 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 10385 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 5926 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 3613 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 10423 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6776 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8116 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9239 Page 9362 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 10093 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 9825 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6720 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 12723 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 11487 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 12370 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 4713 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Service and Repair 2. Remove the intake manifold cover, if necessary. 3. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 4. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. Page 5922 Page 12362 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 11706 Page 4730 Page 8931 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6876 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2694 Page 7819 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 12057 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8819 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5172 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 774 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8103 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 5141 - Ignition is turned ON. - Park lamps are ON. - Keyless entry or remote start message The BCM will enter a sleep state when all of the following conditions exist: The ignition switch is OFF. - No activity exists on the serial data line. - No outputs are commanded. - No delay timers are actively counting. - No wake-up inputs are present. If all these conditions are met, the BCM will enter a low power or sleep condition. Page 3665 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5666 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1929 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 3532 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 5840 Page 9339 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 7925 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 12072 Auxiliary Power Outlet - Front Auxiliary Power Outlet - Front 2 Page 4902 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 1999 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10452 10. The horseshoe clip with the tab is not flush when not fully engaged. 11. Install the shift cable retainer and the wiring harness clip or wiring harness strap. Page 10851 Page 1301 Page 12105 Page 1820 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11609 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 6259 Page 4563 Page 9656 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9796 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10557 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Specifications Temperature vs Resistance - Engine Coolant Temperature (ECT) Sensor Page 67 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8120 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 8769 Page 7100 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11783 Page 6446 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 13194 Page 4097 Step 1 - Step 3 Page 2172 Page 5887 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 692 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 5952 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 10980 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12956 Tire Pressure Sensor: Technical Service Bulletins Tire Monitor System - TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 7009 Engine Control Module (ECM) C2 (Part 3) Page 5181 Page 8889 Conversion - English/Metric (Part 1) Page 11530 8. Remove the generator bolt. 9. Remove the generator. INSTALLATION PROCEDURE 1. Install the generator. 2. Install the generator bolt until snug. Page 4294 The EN-48869 has a unique design to allow the technician to easily install the front crankshaft seal squarely to the correct depth and direction. Before proceeding with installation, review the illustration to become familiar with the tool. Removal Procedure Remove the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Use care not to damage the engine front cover or nick the crankshaft. Remove the crankshaft front oil seal (1) using a suitable tool. Installation Procedure Page 2615 Conversion - English/Metric (Part 1) Page 5928 Service and Repair Timing Chain: Service and Repair Timing Chain and Sprockets Replacement Tools Required ^ EN-47719 Tensioner Compressor Removal Procedure 1. Remove the engine front cover. 2. Align the crankshaft timing mark (1) to the timing mark on the bottom of the timing chain tensioner (2). 3. Align the timing mark on the camshaft gear (3) with the timing mark on top of the timing chain tensioner (4). 4. Remove the camshaft sprocket bolts. 5. Remove the timing chain, camshaft, and crankshaft sprockets. Page 4829 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 6958 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 7333 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8440 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 4374 Disclaimer Page 4134 Engine Mount Strut Replacement Removal Procedure 1. Remove the engine mount strut to radiator support bolts. 2. Remove the engine mount strut to engine mount strut bracket bolts/nuts. 3. Remove the engine mount struts. Installation Procedure Page 7619 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 97 Alarm Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6416 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2360 Page 7241 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Page 3676 Fuse Block - Underhood C3 (Part 3) Page 1883 Page 8126 Page 8791 Page 8610 Page 10443 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 2-3 shift solenoid electrical connector. 3. Remove the 2-3 shift solenoid retaining clip (314C). 4. Remove the 2-3 shift solenoid (315B) and the O-ring (316). Installation Procedure 1. Install the O-ring (316) and the 2-3 shift solenoid (315B). 2. Install the 2-3 shift solenoid retaining clip (314C). 3. Connect the 2-3 shift solenoid electrical connector. 4. Install the case side cover. Page 5542 Page 5614 Crankshaft Position (CKP) Sensor Page 6548 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 9620 Page 9810 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4665 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 3115 Disclaimer Page 1607 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 13014 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Page 2611 Page 68 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 2793 Passenger Car Zoning PASSENGER CAR ZONING Front Suspension Stabilizer Bushing: Service and Repair Front Suspension Stabilizer Shaft Insulator Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left and right side stabilizer shaft insulator bracket bolts. 3. Remove the left and right side stabilizer shaft insulator brackets. 4. Remove the left and right side stabilizer shaft insulators (1) from the stabilizer shaft (2). Installation Procedure Page 3066 4. Remove the right side spark plug wires from the spark plugs, if required. 5. Remove the spark plugs. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. Page 12011 Page 9148 Page 11610 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Locations Starter Relay: Locations Location View Page 9020 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1170 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 5335 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2546 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9461 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 7751 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 9434 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 6790 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 3445 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. Remove the radiator upper air baffle and deflector and locate the left and right front end sensor (1, 4). 10. Remove the connector position assurance (CPA) (3, 6) from both front end sensors connector (2, 5). 11. Remove both front end sensor connectors (2, 5) from each front end sensor (1, 4). ENABLING PROCEDURE 1. Remove the key from the ignition switch. Page 1623 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 10887 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4655 Conversion - English/Metric (Part 1) Page 11379 Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the left side instrument panel insulator. 2. Remove the left carpet retainers. 3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove the parking brake indicator switch (1). Installation Procedure 1. Install the parking brake indicator switch (1). 2. Install the mounting screw. ^ Tighten the mounting screw to 3 N.m (26 lb in). Notice: Refer to Fastener Notice in Cautions and Notices. 3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the left carpet retainers. 5. Install the left side instrument panel insulator. Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect the automatic shift lock actuator electrical connector. Page 11481 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 11999 Page 12173 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1617 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9343 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 7921 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 12042 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7513 Page 64 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10906 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8972 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9040 Diagrams Engine Oil Pressure (EOP) Sensor Page 5306 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6221 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8809 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5473 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 2227 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 9317 Page 7183 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2650 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9048 Page 9208 Page 3574 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8679 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 9076 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Diagram Information and Instructions Radiator Cooling Fan Control Module: Diagram Information and Instructions Electrical Symbols Page 12405 available, measurements may also be clearly and legibly handwritten into the Wheel Alignment Repair Order Questionnaire attached to this bulletin. 4. Attach the Wheel Alignment Repair Order Questionnaire below along with the print-out of "Before" and "After" wheel alignment measurements to the Repair Order and retain for use by GM. Wheel Alignment Equipment and Process Wheel alignments must be performed with a quality machine that will give accurate results when performing checks. "External Reference" (image-based camera technology) is preferred. Please refer to Corporate Bulletin Number 05-00-89-029B: General Motors Dealership Critical Equipment Requirements and Recommendations. Requirements: - Computerized four wheel alignment system. - Computer capable of printing before and after alignment reports. - Computer capable of time and date stamp printout. - Racking system must have jacking capability - Racking system must be capable of level to 1.6 mm (1/16 in) - Appropriate wheel stops and safety certification - Built-in turn plates and slip plates - Wheel clamps capable of attaching to 20" or larger wheels - Racking capable of accepting any GM passenger car or light duty truck - Operator properly trained and ASE-certified (U.S. only) in wheel alignment Recommendations: Racking should have front and rear jacking capability. Equipment Maintenance and Calibration: Alignment machines must be regularly calibrated in order to give correct information. Most manufacturers recommend the following: - Alignment machines with "internal reference" sensors should be checked (and calibrated, if necessary) every six months. - Alignment machines with "external reference" (image-based camera technology) should be checked (and calibrated, if necessary) once a year. - Racks must be kept level to within 1.6 mm (1/16 in). - If any instrument that is part of the alignment machine is dropped or damaged in some way, check the calibration immediately. Check with the manufacturer of your specific equipment for their recommended service/calibration schedule. Wheel Alignment Process When performing wheel alignment measurement and/or adjustment, the following steps should be taken: Preliminary Steps: 1. Verify that the vehicle has a full tank of fuel (compensate as necessary). 2. Inspect the wheels and the tires for damage. 3. Inspect the tires for the proper inflation and irregular tire wear. 4. Inspect the wheel bearings for excessive play. 5. Inspect all suspension and steering parts for looseness, wear, or damage. 6. Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. 7. Inspect the vehicle trim height. 8. Compensate for frame angle on targeted vehicles (refer to Wheel Alignment Specifications in SI). Satisfactory vehicle operation may occur over a wide range of alignment angles. However, if the wheel alignment angles are not within the range of specifications, adjust the wheel alignment to the specifications. Refer to Wheel Alignment Specifications in SI. Give consideration to excess loads, such as tool boxes, sample cases, etc. Follow the wheel alignment equipment manufacturer's instructions. Measure/Adjust: Important Prior to making any adjustments to wheel alignment on a vehicle, technicians must verify that the wheel alignment specifications loaded into their wheel alignment machine are up-to-date by comparing these to the wheel alignment specifications for the appropriate model and model year in SI. Using incorrect and/or outdated specifications may result in unnecessary adjustments, irregular and/or premature tire wear and repeat customer concerns Page 5130 Body Control Module (BCM) C2 Page 1672 Page 8254 Arrows and Symbols ARROWS AND SYMBOLS Brake Rotor Assembled Lateral Runout Correction Brake Rotor/Disc: Testing and Inspection Brake Rotor Assembled Lateral Runout Correction Brake Rotor Assembled Lateral Runout (LRO) Correction Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement Review the following acceptable methods for bringing the brake rotor assembled LRO to within specifications. Determine which method to use for the specific vehicle being repaired. ^ The indexing method of correcting assembled LRO is most effective when the LRO specification is only exceeded by a relatively small amount: 0.025 - 0.127 mm (0.001 - 0.005 inch). Indexing is used to achieve the best possible match of high spots to low spots between related components. Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction - Indexing. See: Brake Rotor Assembled Lateral Runout Correction - Indexing ^ The correction plate method of correcting assembled LRO involves the addition of a tapered plate between the brake rotor and the hub/axle flange. The correction plate method can be used to correct LRO that exceeds the specification by up to 0.23 mm (0.009 inch). Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction - Correction Plates. See: Brake Rotor Assembled Lateral Runout Correction - Correction Plates ^ The on-vehicle brake lathe method is used to bring the LRO to within specifications through compensating for LRO while refinishing the brake rotor. Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction - On-Vehicle Lathe. See: Brake Rotor Assembled Lateral Runout Correction - On Vehicle Lathe If the assembled LRO cannot be corrected using these methods, then other components must be suspected as causing and/or contributing to the LRO concern. Page 6208 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Capacity Specifications Coolant: Capacity Specifications Cooling System Including Reservoir ................................................................................................................................................ 12.2 quarts (11.6 liters) NOTE: All capacities are approximate. When adding, be sure to fill to the approximate level. Recheck fluid level after filling. Page 2224 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Wipers/Washers - Washer Inoperative/Poor Performance Fuse: Customer Interest Wipers/Washers - Washer Inoperative/Poor Performance Bulletin No.: 07-08-43-004C Date: November 19, 2007 TECHNICAL Subject: EI07089 - Windshield Washer Inoperative, Poor Performance (Replace WSW Fuse) Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Supercede: This bulletin is being revised to include 2008 Impala. Please discard Corporate Bulletin Number 07-08-43-004B (Section 08 - Body and Accessories). Condition Some customer's may comment that the windshield washer pump operation is intermittent. Correction DO NOT REPLACE THE WINDSHIELD WASHER PUMP. Engineering has determined that windshield washer pump intermittent operation or poor performance conditions may be corrected by replacing the current 10 amp WSW fuse with a 15 amp fuse. The WSW (windshield washer) fuse is located in the UBEC (underhood bussed electrical center). Be sure to update the UBEC fuse label to indicate the use of a 15 amp fuse for the Windshield Washer (WSW). Warranty Information Page 11845 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2158 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the manifold absolute pressure (MAP) sensor electrical connector (1). 3. Remove the spark plug wire clip from the intake manifold bracket, if necessary. 4. Remove the upper intake manifold bolts. 5. Remove the MAP sensor and bracket. 6. Remove the MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE Page 164 Alarm Module: Service and Repair THEFT DETERRENT CONTROL MODULE REPLACEMENT Page 9400 3. Press the locking tab on the end of the park lock cable assembly (1) into the slot in the ignition lock cylinder case. 4. Important: Press the turn signal switch housing firmly against the steering column tilt head in order for the screws from the turn signal and multifunction switch assembly to align. Install the turn signal switch housing. 5. Install the turn signal and multifunction switch assembly only. Page 10038 Page 5223 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10337 Transmission Speed Sensor: Service and Repair Input Speed Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the input speed sensor electrical connector. 3. Remove the input speed sensor retaining clip (441). 4. Remove the input speed sensor (440). 5. Inspect the input speed sensor (440) for the following conditions: ^ Damaged or missing magnet ^ Damaged housing ^ Bent or missing electrical terminals ^ Damaged speed sensor clip (441) Installation Procedure 1. Install the input speed sensor (440). 2. Install the input speed sensor retaining clip (441). 3. Connect the input speed sensor electrical connector. 4. Install the case side cover. Page 1824 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 8320 - Shell - Shell-Canada - Entec Stations located in the greater Montgomery, Alabama area. - MFA Oil Company located throughout Missouri. - Kwik Trip, Inc. in Minnesota and Wisconsin and Kwik Star convenience stores in Iowa. The Somerset Refinery, Inc. at Somerset Oil stations in Kentucky. Aloha Petroleum - Tri-Par Oil Company - Turkey Hill Minit Markets - Texaco - Petro-Canada - Sunoco-Canada - Road Ranger located in Illinois, Indiana, Iowa, Kentucky, Missouri, Ohio and Wisconsin What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent requirements imposed by the EPA. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began on May 3, 2004 and many fuel marketers have joined the program and have introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Where Can I find the Latest Information on TOP TIER Fuel and Retailers? On the web, please visit www.toptiergas.com for additional information and updated retailer lists. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: Audi, BMW, General Motors, Honda, Toyota and Volkswagen. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. The EPA requires that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required by the EPA. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" set by the EPA. Clean engines help provide optimal fuel economy and performance and reduced emissions. Also, use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Disclaimer Page 6887 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 7515 Page 2858 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 2503 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 9426 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9863 Arrows and Symbols ARROWS AND SYMBOLS Page 4693 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 11095 install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 16. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 17. With the left front wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left front hydraulic circuit install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 18. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 19. With the left rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the left rear hydraulic circuit - install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 20. Install a transparent hose over the end of the bleeder valve, then repeat steps 13-14. 21. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 22. Close the J29532, or equivalent, fluid tank valve, then disconnect the J29532, or equivalent, from the J35589-A. 23. Remove the J35589-A from the brake master cylinder reservoir. 24. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 25. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 26. If the brake pedal feels spongy perform the following steps: 1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection. See: Hydraulic System/Testing and Inspection/Component Tests and General Diagnostics/Brake System External Leak Inspection 2. If equipped with Antilock Brakes, using a scan tool, perform the antilock brake system automated bleeding procedure to remove any air that may have been trapped in the BPMV. Refer to ABS Automated Bleed Procedure. 27. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. 28. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. See: Hydraulic System/Testing and Inspection/Symptom Related Diagnostic Procedures Rear Suspension Front Steering Knuckle: Service and Repair Rear Suspension Knuckle Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Scribe the strut to the knuckle. 4. Remove the bearing/hub assembly. 5. Remove the rear wheel spindle rods from the knuckle. 6. Remove the trailing arm (2) from the knuckle (3). Page 2731 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 130 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Electrical - Various Systems Concerns Body Control Module: Customer Interest Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 1671 Refrigerant Pressure Sensor / Switch: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2562 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 3193 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Page 3658 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2364 Page 1060 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 12203 Page 12024 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Campaign - ABS System Improvement Technical Service Bulletin # 05122A Date: 060126 Campaign - ABS System Improvement Bulletin No.: 05122A Date: January 26, 2006 CUSTOMER SATISFACTION Subject: 05122A - Brake System Performance Models: 2006 Chevrolet Impala, Monte Carlo With ABS (RPO JL9) and 17 or 18 Wheels (RPO NW1/NW5/PFH/N99) Supercede: THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED. PLEASE READ THE NEW SERVICE PROCEDURE IMMEDIATELY. DISCARD ALL COPIES OF BULLETIN 05122, ISSUED DECEMBER 2005. THIS PROGRAM EXPIRES DECEMBER 31, 2006. Condition For certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99), a revised brake module calibration is available that can enhance the vehicle's antilock brake performance slightly by reducing minimum stopping distance on dry pavement. The braking performance of the vehicle meets the applicable Federal/Canada Safety Standard and all of GM's rigorous internal requirements, but GM has identified a performance improvement that we want to make available to customers. Correction Dealers are to reprogram the electronic brake control module (EBCM). Vehicles Involved Involved are certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99) and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning program repairs. [Not all vehicles within the above breakpoints may be involved.] For dealers with involved vehicles, a Campaign Initiation Detail Report (CIDR) containing the complete vehicle identification number, customer name and address data has been prepared and will be loaded to the GM DealerWorld (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information No parts are required for this program. Service Procedure Important: Make sure that your Tech 2(R) is updated with the latest software before beginning the reprogram. Use instructions for Service Programming Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 9429 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 10432 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5558 Arrows and Symbols ARROWS AND SYMBOLS Page 1724 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7182 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 2488 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4159 Engine Oil: Fluid Type Specifications ENGINE OIL TYPE Look for two things: 1.GM6094M Your vehicle's engine requires oil meeting GM Standard GM6094M. 2.SAE 5W-30 is best for your vehicle. These numbers on an oil container show its viscosity, or thickness. Do not use other viscosity oils such as SAE 20W-50. Oils meeting these requirements should also have the starburst symbol on the container. This symbol indicates that the oil has been certified by the American Petroleum Institute (API). You should look for this information on the oil container, and use only those oils that are identified as meeting GM Standard GM6094M and have the starburst symbol on the front of the oil container. NOTICE: Use only engine oil identified as meeting GM Standard GM6094M and showing the American Petroleum Institute Certified For Gasoline Engines starburst symbol. Failure to use the recommended oil can result in engine damage not covered by your warranty. GM Goodwrench oil meets all the requirements for your vehicle. If you are in an area of extreme cold, where the temperature falls below -20°F (-29°C), it is recommended that you use either an SAE 5W-30 synthetic oil or an SAE 0W-30 oil. Both will provide easier cold starting and better protection for your engine at extremely low temperatures. ENGINE OIL ADDITIVES Do not add anything to your oil. The recommended oils with the starburst symbol that meet GM Standard GM6094M are all you will need for good performance and engine protection. Page 10070 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2139 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 9855 Page 465 2. Select Next Available Slot. Follow the on-screen instructions. Simultaneously hold the LOCK and UNLOCK buttons on the keyless entry transmitter to program. 3. When all the desired transmitters have been programmed, exit the vehicle and operate the transmitter functions in order to verify correct system operation. Programming Remote Keyless Entry Transmitters (Sold Vehicles) Important: Make several copies of the programming instructions if required. Some customers may not bring all of their remote keyless entry transmitters to your dealership for programming. Vehicles are sold with two transmitters. However, customers have the option to purchase additional transmitters. Ensure that customers understand that all of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at one time in order to function properly. Program the transmitters that the customer provides to you using a scan tool. Inform the customer that all of the remaining transmitters will not function properly until they are programmed. Customers must program all of their transmitters, including the transmitters programmed at your dealership, at one time, using the driver information center (DIC) programming method. Inform customers to locate and program their transmitters using the procedure provided. This procedure is also published in the owner manual. Specifications Exhaust Manifold: Specifications Exhaust Manifold Bolt .......................................................................................................................... .................................................... 20 Nm (15 ft. lbs.) Specifications Axle Nut: Specifications Wheel Drive Shaft Nut Tighten the front to .............................................................................................................................. ........................................... 190 Nm (140 ft. lbs.) Page 8256 Conversion - English/Metric (Part 1) Page 7763 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 11531 3. Install the generator bolt and stud. NOTE: Refer to Fastener Notice. Tighten the bolts/stud to 50 N.m (37 lb ft). 4. Connect the generator electrical connector (3). 5. Install the engine harness terminal (4) to the generator. 6. Install the generator output BAT terminal nut (5). Tighten the nut to 30 N.m (22 lb ft). 7. Position the protective boot (2) to the generator output BAT terminal. 8. Install the drive belt. 9. Connect the negative battery negative cable. Page 11047 Page 13234 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 4166 5. Install the power steering oil cooler lines to the power steering cooler. 6. Reposition the hose clamps on the power steering cooler lines. 7. Install the support clip to the engine oil cooler lines. 8. Install the right engine splash shield. 9. Install the lower air baffle. 10. Install the upper air baffle. 11. Add the proper amount of engine oil and power steering fluid. Page 8875 Passenger Car Zoning PASSENGER CAR ZONING Page 11870 Fuse Block - I/P C2 Page 3983 Variable Valve Timing Actuator: Removal and Replacement This article or image reflects the changes called out in TSB#05-06-01-027 Dated 09/16/05 For the following vehicles 2006 Buick Terraza,2006 Chevrolet Impala, Malibu, SS, Malibu Maxx, Monte Carlo, Uplander, 2006 Pontiac G6, Montana SV6 and 2006 Saturn Relay with 3.5 L or 3.9 L ( VIN's N, K, 1 & RPO's LZ4, LZE, And LZ9). Notice: Use only a Torx Plus bit when removing or Installing Camshaft Position Actuator retention fasteners. The Torx Plus(R) design differs from typical Torx(R) fastener. Use of a standard TORX(R) bit on TORX Plus(R) fasteners may result in a rounded out fastener head, incorrect fastener torque or a damaged Torx Plus(R) bit. The Torx Plus(R) bit size is a T30 Camshaft Position Actuator Magnet Replacement Removal Procedure 1. Remove the intake manifold cover. 2. Disconnect the camshaft position actuator magnet electrical connector (2). Page 7584 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 7702 Page 665 Application Table (Part 2) Location View Location View Page 8345 5. Turn the ignition to the OFF position. 6. Relieve fuel pressure and disconnect the fuel feed and return lines at the fuel rail. Plug the fuel feed and return lines coming off the fuel rail with J 37287, J 42873 or J 42964 as appropriate for the fuel system. 7. Connect the J 35800-A to the vehicle fuel rail. 8. Pressurize the J 35800-A to 510 kPa (75 psi). 9. Start and idle the engine until it stalls, due to lack of fuel. This should take approximately 15-20 minutes. 10. Turn the ignition to the OFF position. 11. Disconnect the J 35800-A from the fuel rail. 12. Reconnect the vehicle fuel pump relay and oil pressure switch connector, if equipped. 13. Remove the J 37287, J 42873 or J 42964 and reconnect the vehicle fuel feed and return lines. 14. Start and idle the vehicle for an additional two minutes to ensure residual injector cleaner is flushed from the fuel rail and fuel lines. 15. Pour the entire contents of GM Fuel System Treatment Plus (P/N 88861011 [in Canada, P/N 88861012]) into the tank and advise the customer to fill the tank. 16. Review the benefits of using Top Tier Detergent gasoline with the customer and recommend that they add a bottle of GM Fuel System Treatment Plus to the fuel tank at every oil change. Regular use of GM Fuel System Treatment Plus should keep the customer from having to repeat the injector cleaning procedure. 17. Road test the vehicle to verify that the customer concern has been corrected. Parts Information * Only 1/8 of the cost may be claimed for 4 and 6 cylinder engines and 1/4 of the cost for 8 cylinder engines. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table above. Warranty Information (Saab U.S. Models) Page 10001 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 10504 Arrows and Symbols ARROWS AND SYMBOLS Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................... 1.02 mm (0.040 in.) Page 9742 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the pressure control solenoid (PCS) electrical connector. 3. Remove the PCS retaining clip (314E). 4. Remove the PCS (322). Installation Procedure 1. Install the PCS (322). 2. Install the PCS retaining clip (314E). 3. Connect the PCS electrical connector. 4. Install the case side cover. Page 12595 Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Customer Reimbursement Procedure and Claim Form is included with the customer letter. Important (For GM Only) Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada Customer requests for reimbursement for previous repairs for the condition are to be submitted to the dealer by February 28, 2013. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement verification. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Warranty Transaction Information Submit a transaction using the table below. Capacity Specifications Power Steering Fluid: Capacity Specifications Information not provided by manufacturer. Page 13248 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Page 1640 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 12241 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 714 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Cooling System, A/C - Ticking Noise at Idle Coolant Line/Hose: All Technical Service Bulletins Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 10241 Fluid Line/Hose: Service and Repair Transmission Fluid Cooler Line Quick Connect Fitting Transmission Fluid Cooler Line Quick Connect Fitting Removal Procedure 1. Important: Perform the following procedure when removing the retaining rings and cooler lines from the quick connect fittings located on the radiator and/or the transmission. Important: Only the transaxle side of the cooler line has a plastic cap. Pull the plastic cap back from the quick connect fitting and down along the cooler line about 5 cm (2 inch). 2. Using a bent-tip screwdriver, pull on one of the open ends of the retaining ring in order to rotate the retaining ring around the quick connect fitting until the retaining ring is out of position and can be completely removed. 3. Remove the retaining ring from the quick connect fitting. 4. Discard the retaining ring. 5. Pull the cooler line straight out from the quick connect fitting. Installation Procedure 1. Important: ^ Do not reuse any of the existing oil lines or oil line fittings if there is excessive corrosion. ^ Do not reuse any of the existing retaining rings that were removed from the existing quick connect fittings. Install new retaining rings. ^ Ensure the following procedures are performed when installing the new retaining rings onto the fittings. Install a new retaining ring into the quick connect fitting using the following procedure: Page 4657 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2712 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3901 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 9845 Page 8832 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7897 Page 4841 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5596 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9478 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8511 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 12161 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Service and Repair Oil Level Sensor: Service and Repair Engine Oil Level Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan drain plug. 3. Drain the crankcase. 4. Reinstall the oil pan drain plug. 5. Disconnect the engine oil level sensor electrical connector. Page 3972 Vehicle Lifting: Service and Repair Vehicle Jacking VEHICLE JACKING UNDER THE FRONT FRAME When lifting the front of the vehicle with a floor jack, place the floor jack lift pad at the center of the front frame. UNDER THE CENTER OF THE REAR SUSPENSION Lift the rear of the vehicle by placing the floor jack lift pad at the center of the rear suspension. SUPPORTING THE VEHICLE WITH JACKSTANDS IMPORTANT: Place jackstands ONLY under strong and stable vehicle structures. Page 7983 Page 296 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 11595 Page 10374 Shift Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5552 Wheel Mounting Surface Check Wheels: Service and Repair Wheel Mounting Surface Check Wheel Mounting Surface Check Replace any wheels that are bent or dented. or have excessive lateral or radial runout. Wheels with runout greater than specified may cause hit objectionable vibrations. 1. Use a straight edge 203 - 229 mm (8 - 9 in.) long Place the straight edge on the wheel inboard mounting surface. Try to rock the straightedge alit and down within the mounting surface. 2. Repeat this procedure on at least 3-4 different positions on the inboard mounting surface ^ The outer ring of the mounting surface normally is raised above everything inside the mounting surface. ^ The mounting surface will be raised above the outer ring if the wheel mounting surface has been bent on a tire changer. ^ If you can rock the straight edge the mounting surface is bent and you must replace the wheel. 3. Inspect the mounting wheel/nut holes for damage caused from over-torquing the wheel/nuts. Inspect for collapsed wheel/nut bosses. Inspect for cracked wheel bosses. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Page 5550 Page 9574 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6023 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6302 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 7581 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 9450 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 3244 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Service and Repair Parking Brake Actuator: Service and Repair Park Brake Actuator Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear tire and wheel assemblies. 3. Relieve the park brake system tension at the equalizer assembly. 4. Remove the rear caliper bracket. 5. Remove the rear rotor. 6. Disconnect and remove the rear park brake cable from the bracket at the rear wheel. 7. Disconnect the park brake cable return spring from the park brake actuator and bracket at the rear wheel. 8. Remove the rear hub. The rear hub, backing plate, park brake cable bracket, and park brake actuator will be removed as an assembly. Page 1582 Cooling System, A/C - Ticking Noise at Idle Heater Hose: All Technical Service Bulletins Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 12609 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 13102 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 1627 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Diagram Information and Instructions Auxiliary Power Outlet: Diagram Information and Instructions Electrical Symbols Page 6004 Page 6599 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 3556 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 5029 For vehicles repaired under warranty, use the table. Disclaimer Page 5508 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9217 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 2 KNOCK SENSOR (KS) REPLACEMENT - BANK 2 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (1). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE NOTE: Refer to Fastener Notice. Page 8098 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 4895 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 7114 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 6065 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11375 Brake Fluid Level Sensor/Switch: Service and Repair Master Cylinder Fluid Level Sensor Replacement Removal Procedure 1. Disconnect the electrical connector from brake fluid level sensor. 2. Remove the brake fluid level sensor. Using needle nose pliers, carefully depress the retaining tabs on the end of the brake fluid level sensor (1) and press the sensor through the reservoir to remove. Installation Procedure 1. Place the brake fluid level sensor (1) into the reservoir, press into place to secure the sensor retaining tabs. 2. Connect the electrical connector to the brake fluid level sensor (1). Page 9536 Locations LF Of The Engine Compartment Page 2713 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 11803 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8031 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7313 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 5237 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8279 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 3536 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 7748 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 3655 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7173 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 4520 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6850 Conversion - English/Metric (Part 1) Page 11153 13. Use a Dial Indicator to measure the rotor to verify the LRO is within specification. 14. If using, BENCH LATHE - DO NOT remove conical washers and lug nuts at this time. ON-CAR LATHE - You must remove adapter and install conical washers and lug nuts to retain rotor position. Important For Hubless rotor design, while removing the adapter, you must hold the rotor tight to the hub and install the top conical washer and lug nut first to ensure no debris falls between the surface while removing the adapter. Then, install the remaining conical washers and lug nuts. Otherwise, LRO will be comprised. 15. Perform Steps 1 through 7 on the opposite side of the vehicle (steps 1-12, if performing LRO). 16. Reinstall the rotors on both sides of the vehicle and perform the following steps: 1. Reinstall the calipers and pads. 2. Pump the brakes to pressurize the calipers. 3. Remove the lug nuts/conical washers. 4. Install and properly torque the wheels. Important It is critical to follow the star pattern wheel torque procedure and use the proper tools (torque stick or torque wrench) as referenced in SI. 17. Road test the vehicle to verify the repairs. Brake Lathe Calibration Procedure BRAKE LATHE CALIBRATION PROCEDURE Calibration of the brake lathe should be performed and recorded monthly or whenever post-service brake rotor LRO measurements are consistently reading above specification. BENCH-TYPE LATHE Use the following procedure to calibrate a Bench-type brake lathe: 1. After refinishing a rotor, loosen the arbor nut and while holding the inside bell clamp to keep it from rotating, rotate the rotor 180 degrees. 2. Retighten the arbor nut and set the dial indicator on the rotor using the same instructions as checking the run out on the vehicle. 3. Rotate the arbor and read the runout. 4. Divide the reading by two and this will give you the amount of runout the lathe is cutting into the rotor. Important If there is any runout, you will need to machine the inside bell clamp in place on the lathe (this procedure is for a Bench type lathe ONLY, DO NOT machine inside the bell clamp on an On-Car type lathe). Machining the Inside Bell Clamp (Bench Type Lathe Only) Any nicks or burrs on the shoulder of the arbor must be removed. An 80-grit stone can be used to accomplish this. Spray WD-40(R) on the shoulder and with the lathe running, hold the stone flat against the shoulder surface using slight pressure. When the burrs are gone, clean the surface. Burrs must also be removed from the hub of the inside bell clamp. This can be accomplished with the stone and WD-40(R). Keep the stone flat on the hub while removing the burrs. After removing the burrs, clean the hub. Place the bell clamp on the arbor of the lathe and use the small radius adapters first and then spacers to allow you to tighten the arbor nut to secure the bell clamp to the lathe. Position the tool bit in the left hand of the rotor truer so you can machine the face of the bell clamp. Machine the face of the bell clamp taking just enough off of it to cut the full face of the clamp the full 360 degrees. Before you loosen the arbor nut, match mark the hub of the bell clamp to the arbor and line up these marks before machining a rotor. A magic marker can be used to make the match marks. Machine a rotor and recheck the calibration. Repeat this procedure on all Inside Bell Clamps used. Page 7011 Engine Control Module (ECM) C3 (Part 2) Page 12129 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 9976 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8720 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 2690 Multifunction, Turn Signal Switch Replacement Turn Signal Switch: Service and Repair Multifunction, Turn Signal Switch Replacement Multifunction, Turn Signal Switch Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the upper and lower trim covers. 3. Important: The abrasion sleeve located on the steering column wire harness assembly must be reinstalled. Make note of what connector is coming out of the abrasion sleeve for installation purposes. Remove the wire harness assembly (1) from the wire harness strap (2). 4. Disconnect the turn signal and multifunction switch assembly connector from the SIR system coil connector. 5. Slide the 2 connectors (2) of the turn signal and multifunction switch assembly out of the bulkhead connector (1). Page 9366 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3194 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 6610 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 9399 7. Remove the park lock cable assembly (1) from the ignition lock cylinder case in the following way: 1 Use a small blade to push against the locking tab on the end of the park lock cable assembly (1). 2 Disconnect the park lock cable assembly (1) from the ignition lock cylinder case. 8. Remove the 3 TORX screws (2) from the ignition lock cylinder case (1). 9. Remove the ignition lock cylinder case (1) from the steering column tilt head assembly. Installation Procedure 1. Align the ignition lock cylinder case (1) with the steering column tilt head assembly. 2. Notice: Refer to Fastener Notice in Service Precautions. Screw the 3 TORX screws (2) into the ignition lock cylinder case (1). Tighten the 3 TORX screws to 7 Nm (62 inch lbs.). Page 5503 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3200 Page 1403 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 6710 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9588 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11882 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 133 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10013 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5704 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6718 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7437 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2992 A wheel alignment will generally NOT correct vehicles that follow the road crown since this is within "Normal Operation." Mileage Policy The following mileage policy applies for E2020 and E2000 labor operations: Note Wheel Alignment is NOT covered under the New Vehicle Limited Warranty for Express and Savana Cutaway vehicles as these vehicles require Upfitters to set the wheel alignment after completing the vehicles. - 0-800 km (0-500 mi): E2000/E2020 claims ONLY allowed with Call Center Authorization. Due to the tie down during shipping, the vehicle's suspension requires some time to reach normal operating position. For this reason, new vehicles are generally NOT to be aligned until they have accumulated at least 800 km (500 mi). A field product report should accompany any claim within this mileage range. - 801-12,000 km (501-7,500 mi): - If a vehicle came from the factory with incorrect alignment settings, any resulting off-angle steering wheel, lead/pull characteristics or the rare occurrence of excessive tire wear would be apparent early in the life of the vehicle. The following policy applies: - Vehicles 100% Factory Set/Measured for Caster/Camber/Toe - Escalade/ESV/EXT, Tahoe/Suburban, Yukon/XL/Denali, Silverado/Sierra, Express/Savana, Corvette and Colorado/Canyon: E2000/E2020 Claims: Call Center Authorization Required - All Vehicles NOT 100% Factory Set/Measured for Caster/Camber/Toe as noted above: E2000/E2020 Claims: Dealer Service Manager Authorization Required - 12,001 km and beyond (7,501 miles and beyond): During this period, customers are responsible for the wheel alignment expense or dealers may provide on a case-by case basis a one-time customer enthusiasm claim up to 16,000 km (10,000 mi). In the event that a defective component required the use of the subject labor operations, the identified defective component labor operation will include the appropriate labor time for a wheel alignment as an add condition to the component repair. Important Only one wheel alignment labor operation claim (E2000 or E2020) may be used per VIN. Warranty Documentation Requirements When a wheel alignment service has been deemed necessary, the following items will need to be clearly documented on/with the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 1. Document the customer concern in as much detail as possible on the repair order and in the warranty administration system. Preferred examples: - Steering wheel is off angle in the counterclockwise direction by approximately x degrees or clocking position. - Vehicle lead/pulls to the right at approximately x-y mph. Vehicle will climb the road crown. Severe, Moderate or Slight. - RF and LF tires are wearing on the outside shoulders with severe feathering. Important In the event of a lead/pull or steering wheel angle concern, please note the direction of lead/pull (left or right) or direction of steering wheel angle (clockwise or counterclockwise) on the repair order and within the warranty claim verbatim. Important In the event of a tire wear concern, please note the position on the vehicle and where the wear is occurring on the tire; i.e., the RF tire is wearing on the inside shoulder. 2. Document the technician's findings on cause and correction of the issue. Examples: - Reset LF toe from 0.45 degrees to 0.10 degrees and RF toe from -0.25 degrees to 0.10 degrees to correct the steering wheel angle from 5 degrees counterclockwise to 0 degrees. - Reset LF camber from 0.25 degrees to -0.05 degrees to correct the cross-camber condition of +0.30 degrees to 0.00 degrees on the vehicle. - Front Sum toe was found to be 0.50 degrees, reset to 0.20 degrees. 3. Print-out the "Before" and "After" wheel alignment measurements/settings and attach them to the Repair Order or if print-out capability is not Page 914 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 11164 Brake Align Order Form Disclaimer Page 6224 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10804 Transmission Fluid Temperature Sensor Connector, Wiring Harness Side Page 5158 2. Connect the MDI to the Data Link Connector (DLC) of the vehicle. Note Use the USB port to make the following MDI connection: 3. Connect the MDI to a PC or laptop that has been downloaded with the GDS application from TIS2WEB. Note At least one Diagnostic Package must be installed on the PC to perform diagnostics. If GDS was just installed, select: Add New Diagnostic Package and then select: a Diagnostic Package to download. 4. Click: On the GDS icon on the PC. 5. The Login Page will appear. 6. Select: A User. 7. The ID Screen will appear. 8. Select: The serial number of the MDI being used. 9. Select: Connect. 10. Verify that the system status is ready by observing for a flashing PC light icon on the MDI. 11. Select: Make, Model and Model Year, in order to build the vehicle. 12. Click: Upload VIN, to allow the VIN to be reported to the PC. 13. At: The Verification step, turn ON the ignition, with the engine OFF. 14. Select: Next Action. 15. The Home Page will appear. 16. Select: Next. 17. The Diagnostic Screen will appear. Note Due to vehicle build, software and RPO variations, GDS may ask for additional information in Step 18. 18. Select: Engine ID, if prompted. 19. Select: Module Diagnostics. 20. Select: ECM. 21. Select: ID Information. 22. The Diagnostics page will appear. Typical View of GDS Calibration History Screen Note GDS is capable of displaying up to 10 Calibration History events. 23. Select: Calibration History from the drop down menu in order to display the following items on the screen: - Calibration History Buffer - Number of Calibration History Events Stored - Calibration Part Number History - Calibration Verification Number History 24. Select: Screenshot. 25. Name and save the file in an appropriate folder. 26. Select : Print, and retain a copy of the screenshot with the repair order. Page 6241 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 1973 Page 7188 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 2234 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7930 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 1260 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 6717 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1092 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 8107 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 12032 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Specifications Temperature vs Resistance - Intake Air Temperature (IAT) Sensor Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pressure sensor heat shield nut and shield. 3. Disconnect the engine oil pressure sensor electrical connector (1). Page 9392 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 1397 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5515 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2854 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7714 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 6811 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 11483 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8666 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 4920 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 11979 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 9439 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 8129 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8456 3. Once installed, pull on both sides of the quick connect fittings in order to ensure that the connection is secure. Page 6079 Diagrams Brake Booster Vacuum Sensor: Diagrams Brake Booster Vacuum Sensor Brake Booster Vacuum Sensor Brake Booster Vacum Sensor Page 9468 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2319 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5455 Page 12236 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7433 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 4125 Engine Mount: Service and Repair Engine Mount Bracket Replacement Engine Mount Bracket Replacement Removal Procedure 1. Remove the engine mount. 2. Remove the engine mount bracket to mount nuts. 3. Remove the engine mount bracket. Installation Procedure 1. Install the engine mount bracket to the mount. Notice: Refer to Fastener Notice. Page 5682 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2639 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 9538 Page 883 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Interior, A/C - Heated Seats Intermittently Inoperative Seat Heater Control Module: All Technical Service Bulletins Interior, A/C - Heated Seats Intermittently Inoperative Bulletin No.: 06-08-50-002A Date: February 28, 2006 ADVANCE SERVICE INFORMATION RESOLUTION Subject: Intermittently Inoperative Heated Seats (Reprogram HVSM Module) Models: 2006 Chevrolet Impala, Monte Carlo Supercede: This bulletin is being update to include Correction and Warranty Information. Please discard Corporate Bulletin Number 06-08-50-002 (Section 08 - Body and Accessories). Condition Some customers may comment that the heated front seats are intermittently inoperative when: ^ The customer starts the vehicle. ^ The heated seat is then switched "ON" to pre-heat the seat without an occupant in the seat. ^ The driver or passenger occupies the seat that has been pre-heated. Under this set of circumstances, the heated seat may switch itself "OFF" when the seat becomes occupied and may not respond to the heated seat switch until the next ignition cycle. Cause Due to an anomaly in the programming; an interaction between the heated seat module and the occupant sensor in the seat may exist causing the seat heater to switch off. Correction Important: You must reprogram selecting all of the part numbers listed below. Reprogram the HVSM (Heated, Ventilated Seat Module) using service release software P/Ns 15892755, 15892756 and 15892757 which will correct the above condition. You must reprogram selecting all of the part numbers listed. Refer in SPS (Service Programming System) in SI for additional information on vehicle module reprogramming. Parts Information Page 135 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 8508 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1612 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 5263 Application Table (Part 1) Page 3706 ^ When adding proper tire air pressure, it is important to remember fluctuations in outside air temperatures and tire temperatures effect tire air pressures. ^ After you have added the proper tire pressure, if the vehicle has a DIC (after the system has updated), check to see if DIC displays are the same readings as the tire pressure gauge used (adjust as necessary). ^ Only perform a TPM sensor re-learn after a tire rotation or system part replacements and use the Tech 2(R) to initiate the relearn whenever possible to avoid invalid sensor I.D. learns. Important: Always take outside temperature and tire temperature into consideration to properly set tire pressures. Foe example, on colder days (20°F/-7°C), if setting tire pressure when the vehicle has been indoors (60°F/16°C) or the tires are warm from being driven, it will be necessary to compensate for the low outside temperature by adding 21-27 kPa (3-4 psi) more then the placecard pressure. At some later time, when the vehicle has been parked outside for a while, the tires will cool off and the pressures will drop back into the placecard range. Important: Recently, nitrogen gas (for use in inflating tires) has become available to the general customer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. Tires inflated with nitrogen gas may exhibit less of a pressure change in response to outside temperature changes. Nitrogen gas inflation is compatible with GM TPM sensors. For additional information, refer to Corporate Service Bulletin 05-03-10-020C. Important: All Models (Except the Pontiac Vibe): Do not perform a TPM relearn at PDI, the system has already been set at the Assembly Plant. Do not perform a TPM relearn after adding air to the tires. The low tire light is similar to the low fuel indicator and adding something (fuel, air) to the vehicle makes that light turn back off again. Note that because of system behavior, some vehicles must be driven a short distance before the sensors recognize the increase in pressure and turns the light off again. Pontiac Vibe Only: Do not use the TPMS reset button to turn off the light. The system will update and light will turn off when all tire pressures have been adjusted followed by short distance drive. Important: All models (except the Pontiac Vibe): Each tire monitor sensor is learned to a specific vehicle corner. When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or Module), always use the Tech2(R) to initiate the J 46079 relearned process. Tech 2(R) - initiated relearns lock out other vehicle TPM signals that may be broadcasting in the area. Only signals initiated by the J 46079 tool will be accepted. This method avoids storing false TPM I.D.s and will prevent customers from returning with dashes (--) displayed in tire pressure readouts and/or a flashing tire pressure monitor (TPM) light. Checking the four TPM I.D.s with the Tech 2(R) prior to and following relearn to verify they are the same can prevent invalid I.D. learns. Pontiac Vibe Only: Tire Monitor Sensors are not learned to a specific vehicle corner. Do not perform a TPM Reset after tire rotation. The TPMS Reset button must only be used during pre-delivery inspection by the dealer to initialize the system (after all tire pressures have been adjusted properly) or when a Tire Pressure Monitor System component is replaced. The J 46079 tool does not work on Vibe TPM sensors. A TPMS relearn on Vibe must be preformed with a Tech 2(R) to set the TPMS Module in learn mode. The TPMS sensor IDs are entered through the Tech 2(R). Refer to SI for further Vibe TPMS information. Labor Operation and Repair Order/Warranty System Claim Required Documentation Important: The ONLY time labor operation E0726 or E0722 should be used is to diagnose for a system issue. That should ONLY occur if, at key ON, without starting the engine, the Tire Pressure Monitor (TPM) blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC) If that occurs, a TPM system problem exists and the system will have set a DTC. If one of these operastions is used, the following Repair Order and Warranty System documentation are required: ^ Document the customer complaint on the Repair Order. ^ Document the TPMS DTC that has set on the Repair Order. ^ Enter the TPMS DTC in the Warranty System (WINS) in the Failure Code/DTC field on the claim submission (refer to the Claims Processing Manual, Section IV, Warranty claim Data, Page 6, Item G). If the above information is not documented on the Repair Order and Warranty System, the claim may be rejected. If the Warranty Parts Center (WPC) generates a request, this repair order documentation must be sent back. Page 1615 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9016 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2751 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12333 Fuse Block - Underhood - Top View Page 4975 10. Remove the exhaust crossover pipe to right exhaust manifold nuts. 11. Remove the upper exhaust manifold bolts. 12. Remove the catalytic converter. 13. Remove the lower exhaust manifold bolts. 14. Remove the exhaust manifold. 15. Remove and discard the exhaust manifold gasket. Installation Procedure Page 43 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 186 In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership/facility for service through April 30, 2011, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure Note Do NOT replace the inside rear view mirror in tandem with this concern. The mirror has no bearing on this specific issue. 1. Remove the OnStar(R) module (referred to as the Communication Interface Module (CIM) or Vehicle Communication Interface Module (VCIM) in SI). Refer to SI for module removal instructions. Note Inform customer that all Bluetooth devices must be paired with the new VCIM. Bluetooth devices that have not been paired to the new VCIM will not function properly. 2. Install the new OnStar(R) module (referred to as the Communication Interface Module (CIM) or Vehicle Communication Interface Module (VCIM) in SI). Refer to SI for module installation instructions. Page 1195 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 5751 Page 4649 Page 5305 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 9175 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 2977 Page 8763 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5188 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Page 2134 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12043 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 5483 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 3364 Coolant: Fluid Type Specifications ENGINE COOLANT The cooling system in your vehicle is filled with DEX-COOL engine coolant. This coolant is designed to remain in your vehicle for 5 years or 150,000 miles (240 000 km), whichever occurs first, if you add only DEX-COOL extended life coolant. A 50/50 mixture of clean, drinkable water and DEX-COOL coolant will: ^ Give freezing protection down to -34°F (-37°C). ^ Give boiling protection up to 265°F (129°C). ^ Protect against rust and corrosion. ^ Help keep the proper engine temperature. ^ Let the warning lights and gages work as they should. NOTICE: Using coolant other than DEX-COOL may cause premature engine, heater core or radiator corrosion. In addition, the engine coolant may require changing sooner, at 30,000 miles (50 000 km) or 24 months, whichever occurs first. Any repairs would not be covered by your warranty. Always use DEX-COOL (silicate-free) coolant in your vehicle. WHAT TO USE Use a mixture of one-half clean, drinkable water and one-half DEX-COOL coolant which won't damage aluminum parts. If you use this coolant mixture, you don't need to add anything else. CAUTION: Adding only plain water to your cooling system can be dangerous. Plain water, or some other liquid such as alcohol, can boil before the proper coolant mixture will. Your vehicle's coolant warning system is set for the proper coolant mixture. With plain water or the wrong mixture, your engine could get too hot but you would not get the overheat warning. Your engine could catch fire and you or others could be burned. Use a 50/50 mixture of clean, drinkable water and DEX-COOL coolant. NOTICE: If you use an improper coolant mixture, your engine could overheat and be badly damaged. The repair cost would not be covered by your warranty. Too much water in the mixture can freeze and crack the engine, radiator, heater core and other parts. If you have to add coolant more than four times a year, check your cooling system. NOTICE: If you use the proper coolant, you do not have to add extra inhibitors or additives which claim to improve the system. These can be harmful. Page 9248 Arrows and Symbols ARROWS AND SYMBOLS Page 2472 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 769 Conversion - English/Metric (Part 1) Page 10497 Description and Operation Variable Valve Timing Actuator: Description and Operation CAMSHAFT ACTUATOR SYSTEM DESCRIPTION CAMSHAFT POSITION (CMP) ACTUATOR SYSTEM The camshaft position (CMP) actuator system is used for a variety of engine performance enhancements. These enhancements include lower emission output through exhaust gas recirculation (EGR) control, a wider engine torque range, improved gas millage, and improved engine idle stability. The CMP actuator system accomplishes this by controlling the amount of intake and exhaust valve overlap. CMP ACTUATOR SYSTEM OPERATION The camshaft position (CMP) actuator system is controlled by the control module. The control module sends a pulse width modulated 12-volt signal to a CMP actuator solenoid in order to control the amount of engine oil flow to a Cam Phaser passage. There are 2 different passages for oil to flow through, a passage for cam advance and a passage for cam retard. The Cam Phaser is attached to a camshaft and is hydraulically operated in order to change the angle of the camshaft relative to crankshaft position (CKP). Engine oil pressure (EOP), viscosity, temperature and engine oil level can have an adverse affect on Cam Phaser performance. The control module calculates the optimum cam position through the following inputs: Engine speed - Manifold absolute pressure (MAP) - Throttle position indicated angle - CKP - CMP - Engine load - Barometric (BARO) pressure The Cam Phaser default position is 0 degrees. The control module uses the following inputs before assuming control of the Cam Phaser: Engine coolant temperature (ECT) - Closed loop fuel control - Engine oil temperature (EOT) - EOP - Engine oil level - CMP actuator solenoid circuit state - Ignition 1 signal voltage - BARO pressure CMP ACTUATOR SOLENOID CIRCUIT DIAGNOSTICS The control module monitors the control circuits of the camshaft position (CMP) actuator solenoid for electrical faults. The control module has the ability to determine if a control circuit is open, shorted high, and shorted low. If the control module detects a fault with a CMP actuator solenoid circuit, a DTC will set. CMP ACTUATOR SYSTEM PERFORMANCE DIAGNOSTICS The control module monitors the performance of the camshaft position (CMP) actuator system by monitoring the actual and desired position of the CMP Sensor. If the difference between the actual and desired position is more than a calibrated angle for more than a calibrated amount of time, a DTC will set. Page 9035 Page 7991 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Fuel Pressure Relief Fuel Pressure Release: Service and Repair Fuel Pressure Relief FUEL PRESSURE RELIEF PROCEDURE TOOLS REQUIRED J 34730-1A Fuel Pressure Gage CAUTION: Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete. 1. Disconnect the negative battery cable. 2. Install the J 34730-1A. 3. Loosen the fuel fill cap in order to relieve the fuel tank vapor pressure. 4. Install the drain hose from J 34730-1A into an approved container. 5. Open the valve on the J 34730-1A in order to bleed the system pressure. 6. Drain any fuel remaining in the gage into the approved container. 7. Once the system pressure is completely relieved, remove J 34730-1A. 8. The fuel connections are now safe for servicing. Page 6227 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 12148 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9835 Shift Solenoid: Connector Views 1-2 Shift Solenoid Valve Connector, Wiring Harness Side 2-3 Shift Solenoid Valve Connector, Wiring Harness Side Page 7691 Passenger Car Zoning PASSENGER CAR ZONING Page 4907 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 3551 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 12778 Correction Replace the existing intermediate shaft using the service procedure found in Service Information. Parts Information Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 1994 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 7451 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7416 Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 6379 7. Disconnect the right side spark plug wires from the right side spark plugs. 8. Disconnect the left side spark plug wires from the ignition coil. 9. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 10. Remove the right side spark plug wire clip from the ignition coil bracket. 11. Remove the spark plug wire assembly. INSTALLATION PROCEDURE 1. Install the spark plug wire assembly. 2. Install the right side spark plug wire clip at the ignition coil bracket. 3. If only one plug wire was replaced, install the plug wire and close the retaining clip. 4. Connect the right side spark plug wires to the ignition coil. 5. Connect the right side spark plug wires to the right side spark plugs. 6. Install the spark plug wire assembly. 7. Install the left side spark plug wire clips at the intake manifold bracket and heater inlet and outlet pipe. 8. If only one plug wire was replaced, install the plug wire and close the retaining clips. Page 1711 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 8404 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Service Precautions Jump Starting: Service Precautions CAUTION: Batteries produce explosive gases. Batteries contain corrosive acid. Batteries supply levels of electrical current high enough to cause burns. Therefore, in order to reduce the risk of personal injury while working near a battery, observe the following guidelines: - Always shield your eyes. - Avoid leaning over the battery whenever possible. - Do not expose the battery to open flames or sparks. - Do not allow battery acid to contact the eyes or the skin. Flush any contacted areas with water immediately and thoroughly. - Get medical help. Service and Repair Lifter / Lash Adjuster: Service and Repair Valve Lifter Replacement Removal Procedure 1. Remove the lower intake manifold. 2. Remove the valve rocker arms and pushrods. 3. Important: The valve lifter guide bolts are not removable. Loosen the valve lifter guide bolts. 4. Remove the valve lifter guides. 5. Remove the valve lifters from the valve lifter guides. 6. Clean all gasket surfaces with degreaser. Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Page 5435 Page 4623 Radiator Cooling Fan Motor: Service and Repair Cooling Fan Motor Replacement - Electric Tools Required ^ GE-47827 Socket Removal Procedure Caution: An electric fan under the hood can start up even when the engine is not running and can injure you. Keep hands, clothing and tools away from any underhood electric fan. Caution: To help avoid personal injury or damage to the vehicle, a bent, cracked, or damaged fan blade or housing should always be replaced. Caution: Before servicing any electrical component, the ignition key must be in the OFF or LOCK position and all electrical loads must be OFF, unless instructed otherwise in these procedures. If a tool or equipment could easily come in contact with a live exposed electrical terminal, also disconnect the negative battery cable. Failure to follow these precautions may cause personal injury and/or damage to the vehicle or its components. 1. Remove the fan shroud assembly from the vehicle. 2. Important: Hold the fan blade to prevent rotation. Using GE-47827 turn the fan motor drive plate in the opposite direction of the arrow on the fan blade until the motor drive plate disengages from the fan blade. 3. Remove and discard the fan blade. 4. Notice: Failure to tape off all of the entry points to the cooling fan motor will allow debris to enter and damage the motor. Page 2608 Junction Block Replacement - Accessory Wiring Relay Box: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 7439 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2221 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5474 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 3588 Page 3572 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 11106 Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: Customer Interest Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 5885 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 5346 Application Table (Part 2) Location View Location View Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Service and Repair Accumulator: Service and Repair Accumulator and 2-1 Manual Servo Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the filter. 3. Remove the accumulator bolts (131). 4. Remove the manual 2-1 band servo cover bolts (103). 5. Remove the accumulator assembly. 6. Remove the manual 2-1 band servo (106-116). Installation Procedure Page 12458 11. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note the location of the pin hole. 12. Remove the connector from the sensor. 13. Remove the sensor from the adapter and bearing assembly. 14. To install the sensor, proceed to step 9 in the installation procedure. 15. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note location of the pin hole. ^ A sensor clip in FRONT of the sensor 16. Remove the connector from the sensor. 17. Remove the sensor clip from the sensor. 18. Remove the sensor from the adapter and bearing assembly. 19. To install the sensor, proceed to step 13 in the installation procedure. 20. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (3) ^ A pin hole (1) for the centering pin. Note the location of the pin hole. ^ An alignment mark (2) on the flush rotor flange cuff (3) for installation 21. Remove the connector from the sensor. 22. Remove the sensor from the adapter and bearing assembly. 23. To install the sensor, proceed to step 17 in the installation procedure. Page 13259 Air Door Actuator / Motor: Service and Repair Air Temperature Actuator Replacement - Left AIR TEMPERATURE ACTUATOR REPLACEMENT - LEFT Page 6392 4. Install the left side spark plug wires to the spark plugs, if required. 5. Install the intake manifold cover, if required. 6. Install the air cleaner outlet duct, if required. Page 4870 Page 2727 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6270 Page 4502 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The IPC displays the selected gear position as determined by the ECM/PCM. The IPC receives a GMLAN message from the ECM/PCM indicating the gear position. The PRNDL display blanks if: - The ECM/PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the ECM/PCM. Page 5328 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 2036 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 10890 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6195 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4695 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 7964 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 2 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 2 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the connector position assurance (CPA) retainer (1). 3. Disconnect the heated oxygen sensor (HO2S) electrical connector (3). 4. Remove the HO2S electrical connector clip from the heat shield. 5. Remove the HO2S from the catalytic converter. Page 3697 Relay Box: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 6844 Page 4947 7. Clean the gasket surfaces. Installation Procedure 1. Position a NEW gasket and the thermostat housing to the engine block. Notice: Refer to Fastener Notice. 2. Install the thermostat housing bolt/stud. Tighten the bolt/stud to 10 Nm (89 in. lbs.). 3. Install the radiator outlet hose to the thermostat housing (3.5L shown, 3.9L similar). 4. Position the radiator outlet hose clamp at the thermostat housing. 5. Install the air cleaner outlet duct. 6. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Page 8746 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2046 Crankshaft Position (CKP) Sensor Page 7217 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 1767 I/P Components Page 11066 Electronic Brake Control Module: Locations ABS Component Views LF of the Engine Compartment 1 - Mass Air Flow (MAF) / Intake Air Temperature (IAT) Sensor 2 - Brake Fluid Level Switch 3 Windshield Wiper Motor 4 - Electronic Brake Control Module (EBCM) 5 - A/C Refrigerant Pressure Sensor 6 - Transmission Control Module (TCM) 7 - Engine Control Module (ECM) 8 - G101 9 Inflatable Restraint Front end Sensor - Left Page 1165 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7753 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 4090 Disclaimer Page 7891 Page 10642 Disclaimer Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The powertrain control module (PCM) sends the fuel level information via the class 2 circuit to the instrument panel cluster (IPC). This information is used for the instrument panel (I/P) fuel gage and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 12049 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9972 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6479 Page 12276 Fuse Block - Underhood C3 (Part 3) Page 3289 Tighten the clamps until the torque cap breaks off of the clamp. 8. Clean the fluid from the underbody of the vehicle. 9. Lower the vehicle. 10. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to Checking and Adding Power Steering fluid in SI. 11. Check the power steering fluid level and bleed the system. Refer to Power Steering System bleeding in SI. V8 Engine Important: The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the vehicle. 3. Remove the power steering cover pipe/hose from the retaining clips on the frame. 4. Disconnect both stabilizer shaft links. Page 7939 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 4580 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6566 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 7643 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Capacity Specifications Fluid - A/T: Capacity Specifications AUTOMATIC TRANSMISSION 4T65-E Bottom Pan Removal ........................................................................................................................... ....................................................... 7.0 liters (7.4 qts) Complete Overhaul .............................................................................................................................. .................................................. 9.5 Liters (10.0 qts) Dry ....................................................................................................................................................... ................................................ 12.7 Liters (13.4 qts) Measurements are approximate Page 4680 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8019 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1853 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1496 Outside Rearview Mirror Switch Page 9120 7. Disconnect the right side spark plug wires from the right side spark plugs. 8. Disconnect the left side spark plug wires from the ignition coil. 9. If replacing only one plug wire, open the retaining clips and remove the spark plug wire. 10. Remove the right side spark plug wire clip from the ignition coil bracket. 11. Remove the spark plug wire assembly. INSTALLATION PROCEDURE 1. Install the spark plug wire assembly. 2. Install the right side spark plug wire clip at the ignition coil bracket. 3. If only one plug wire was replaced, install the plug wire and close the retaining clip. 4. Connect the right side spark plug wires to the ignition coil. 5. Connect the right side spark plug wires to the right side spark plugs. 6. Install the spark plug wire assembly. 7. Install the left side spark plug wire clips at the intake manifold bracket and heater inlet and outlet pipe. 8. If only one plug wire was replaced, install the plug wire and close the retaining clips. Page 5396 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 9037 Page 3913 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 777 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Electrical - Battery Goes Dead Overnight Body Control Module: Customer Interest Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Locations Torque Converter Clutch Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 9467 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9896 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3832 1. Use a proper hand reamer, carbide cutter or drill bit to ream the puncture channel from the inside of the tire in order to clean the injury. 2. Remove steel wires protruding above the liner surface to prevent damage to the repair unit. 3. Consult your repair material supplier for recommended reaming tool(s). Fill the Injury 1. It is necessary to fill the injury channel to provide back up for the repair unit and to prevent moisture from entering the tire fabric and steel wires. 2. (For combination repair/plug units skip this step.) Cement the injured channel and fill the injury from the inside of the tire with the repair plug per repair material manufacturer's recommendations. Without stretching the plug, cut the plug off just above the inside tire surface. 3. Consult your repair material supplier for proper repair material selection. Repair Unit Selection Important Do not install the repair unit in this step. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 9370 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11961 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 11366 Page 12666 Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through October 31, 2007. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through October 31, 2007, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure V6 Engine Important: The location of the leak (1) is shown above. The power steering cover hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. 5. Slide the new clamps onto the new power steering hose. 6. Install the new power steering hose. 7. Position the power steering hose clamps. Tighten Page 1796 Page 1446 Application Table (Part 2) Location View Location View Page 7845 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Locations Torque Converter Clutch Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 2561 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 1811 Page 9946 Shift Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 4817 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 10400 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Transmission Mount Inspection Transmission Mount: Testing and Inspection Transmission Mount Inspection Anchor Article Page 2215 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 290 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 9874 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 11491 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 1390 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 7982 Page 5851 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7168 Page 1619 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 4136 5. Install the engine mount strut to radiator support bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). Engine Support Fixture Engine Support Fixture Tools Required ^ J28467-B Engine Support Fixture ^ J36462 Engine Support Adapter Leg 1. Raise the hood. 2. Install the intake manifold cover. 3. Disconnect the negative battery cable. 4. Install the J28467-33A thread support nuts onto the strut attaching studs. 5. Install the J28467-5A strut tower support assemblies over the J28467-33A thread support nuts. 6. Install the J28467-5 T-bolts with 5/16-inch washers through the J28467-5A strut tower support assemblies into the J28467-33A thread support nuts. Hand tighten the bolts. 7. Install the two J28467-1A cross bracket assemblies over the J28467-3 strut tower tube. 8. Install the J28467-3 strut tower tube into the J28467-5A strut tower support assemblies. 9. Install the J28467-10 1/2-inch x 2.5-inch quick release pin through the J28467-5A strut tower support assemblies and J28467-3 the strut tower tube on one side only. Locations Transmission Speed Sensor: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 9018 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 901 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 13215 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2309 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 69 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 4656 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 1709 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 6966 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 588 Page 9173 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 399 Page 9496 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Remove the air cleaner outlet duct, if required. 2. Remove the intake manifold cover, if required. 3. Remove the left side spark plug wires from the spark plugs, if required. Page 10527 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 738 Page 6984 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 10403 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 3698 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 11810 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9283 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 8563 8. Remove the fuel/brake line retainer bolt. 9. Remove the fuel feed line from the retainer. 10. Remove the fuel/brake line push in retainer from the underbody. 11. Remove the fuel feed line from the retainer. Page 2462 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 1244 Page 11190 1. Install the park brake shoe and actuator (4) onto the backing plate (7). 2. Position the park brake shoe, actuator (4), and backing plate (7) over the rear hub. 3. Install the park brake cable bracket (8) and the two retainers (9). 4. Install the rear hub. The rear hub, backing plate, park brake cable bracket, and park brake actuator will be installed as an assembly. 5. Install and connect the rear park brake cable to the bracket at the rear wheel. 6. Connect the park brake cable return spring to the park brake actuator and bracket at the rear wheel. 7. Install the rear rotor. 8. Install the rear caliper bracket. 9. Install the rear wheels and tires. 10. Adjust the park brake at the equalizer. 11. Lower the vehicle. Page 6663 Passenger Car Zoning PASSENGER CAR ZONING Page 10021 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 420 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Page 888 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5111 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9979 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8467 - If the scan tool parameters do not indicate a lean condition, go to Symptoms - Computers and Control Systems. See: Computers and Control Systems/Testing and Inspection/Symptom Related Diagnostic Procedures/Symptoms - Engine Controls CIRCUIT/SYSTEM TESTING 1. Turn OFF the ignition. 2. Relieve the fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Disconnect the chassis fuel hose from the engine compartment fuel pipe. 4. Install the J 37287 between the chassis fuel hose and the engine compartment fuel pipe. 5. Open the valve on the J 37287. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. 8. Bleed the air from the J 34730-1A. 9. Command the fuel pump relay ON and then OFF with a scan tool. 10. Close the fuel feed pipe shut-off valve. 11. Monitor the J 34730-1A for 1 minute. - If the fuel pressure remains constant, replace the fuel sender assembly. - If the fuel pressure does not remain constant, locate and replace the leaking fuel injectors. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. Fuel Rail Assembly Replacement - Fuel Injector Replacement See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Page 6474 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 2353 Page 3087 Step 1 - Step 12 Page 9660 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 10117 1. Install the manual 2-1 band servo (106-116). 2. Install the accumulator assembly. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the manual 2-1 band servo cover bolts (103). Tighten the bolts to 25 Nm (18 ft. lbs.). 4. Install the accumulator cover bolts (131). Tighten the bolts to 12 Nm (106 inch lbs.). 5. Install the filter. 6. Lower the vehicle. Page 10416 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12742 9. Remove the right/passenger outer trim cover from the instrument panel (I/P) (3). 10. Remove the connector position assurance (CPA) from the I/P module connector (1). 11. Disconnect the I/P module connector (1) from the vehicle harness connector (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the I/P module connector (1) to the vehicle harness connector (2). 3. Install the CPA to the I/P module connector (1). 4. Install the right outer trim cover to the I/P (3). 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 8. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 6 SIR DISABLING AND ENABLING ZONE 6 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 11225 6. If one of the pistons fails to be removed from the brake caliper, perform the following steps. 1. Reposition the piston that has been removed back in the brake caliper. 2. Using a small block of wood and a C-clamp, slowly tighten the C-clamp until the piston it is half way in the brake caliper. It does not have to be fully seated. 3. Position a second block of wood in front of the piston that remains in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compress filtered, non lubricated air, apply the air to the remove the pistons from the brake caliper. 7. Remove the pistons (3) from the caliper bores. 8. Remove the piston seals (2) from the caliper bores. Do not use a metal tool. 9. Remove the bleeder valve cap (5). 10. Remove the bleeder valve (6) from the caliper housing (1). 11. Clean the bleeder valve, the caliper bores, the caliper passages and the pistons with denatured alcohol. Dry the parts and blow out the brake fluid passages. Use dry and filtered compressed air. Page 5277 Page 7854 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3934 Important: ^ Replacement wheels must be equivalent to the original equipment wheels in the following ways: The load capacity - The wheel diameter - The rim width - The wheel offset - The mounting configuration ^ A wheel of the incorrect size or type may affect the following conditions: Wheel and hub-bearing life - Brake cooling - Speedometer/odometer calibration - Vehicle ground clearance - Tire clearance to the body and the chassis 4. Replace the wheel if the wheel is bent. 5. Replace the wheel if the wheel/nut boss area is cracked. Identify steel wheels with a 2 or 3-letter code stamped into the rim near the valve stem. Aluminum wheels have the code, the part number, and the manufacturer identification cast into the back side of the wheel. Page 13254 Air Door Actuator / Motor: Connector Views Recirculation Actuator Air Temperature Actuator (With RPO Code C67) Page 7648 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 11522 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1644 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10747 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 08-07-30-009B Date: 080501 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Page 3281 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 5476 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 3518 Page 10488 Page 4201 23. Connect the oil level sensor electrical connector. 24. Install the engine harness clips to the oil pan and the transaxle brace. 25. Position the A/C compressor, and install the A/C compressor nut and bolt. Tighten the bolt/nut to 50 Nm (37 ft. lbs.). Page 8548 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1363 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 12179 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9463 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11457 Page 2543 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 5574 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Power Steering - Various Fluid Leaks Power Steering Line/Hose: Customer Interest Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Page 5888 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6282 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 5960 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9329 Page 8138 3. Remove the camshaft position actuator magnet bolts. 4. Remove the camshaft position actuator magnet and O-ring seal. Installation Procedure 1. Install the camshaft position actuator magnet O-ring seal and magnet. Notice: Refer to Fastener Notice. 2. Install the camshaft position actuator magnet bolts. Tighten the bolts to 10 Nm (89 inch lbs.). Page 6997 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5829 Page 10065 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 10859 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 9282 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. ABS - Improved Performance/Reprogram EBCM Electronic Brake Control Module: All Technical Service Bulletins ABS - Improved Performance/Reprogram EBCM Bulletin No.: 05-05-25-011 Date: October 31, 2005 TECHNICAL Subject: Brake System (ABS) Performance (Reprogram Electronic Brake Control Module (EBCM)) Models: 2006 Chevrolet Impala, Monte Carlo with Antilock Brake System (RPO JL9) and 18 Inch or 17 Inch Wheel Condition An improved brake module calibration has been released that can reduce minimum stopping distances. It is not expected that customers will experience any concern with their vehicle's braking performance. Information provided in this bulletin is provided to notify dealers of an available product improvement. Correction To enhance the antilock brake performance, technicians are to reprogram the electronic brake control module with an updated software calibration. These new service calibrations were released with TIS satellite data update version 11.0 available October 31, 2005. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5201 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 11226 12. Remove the boots from the caliper bores. Do not scratch the caliper bores. 13. Replace the pistons or the caliper if any of the following conditions exist: ^ Scoring in the caliper bores ^ Corrosion in the caliper bores ^ Pitting in the caliper bores ^ Damage to the pistons (phenolic) 14. Clean the brake caliper assembly with denatured alcohol. 15. Dry with filtered, lubricated compressed air. Assembly Procedure 1. Important: When applying the clean brake fluid to the piston bores and pistons, only apply the brake fluid to one bore at a time. This is done to ensure that the brake caliper, seals and pistons DO NOT become contaminated with dirt or other foreign material. Apply a small amount of clean DOT-3 brake fluid to the piston, piston seal, and piston bore. Page 1712 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4548 Page 9449 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 10540 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2359 Page 688 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8299 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 8685 Application Table (Part 1) Page 8960 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor Grommet Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting: ^ Place the sensors cap and valve on a dry clean surface after removal, the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ Position the bead breaking fixture 90 degrees from the valve stem when separating the tire bead from the wheel. ^ Position the mounting/dismounting head so the tire iron, or pry bar can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, replace the sensor. Refer to Tire Pressure Sensor Replacement. Also remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the sensor from the wheel hole. 6. Remove the sensor grommet from the valve stem. Installation Procedure 1. Clean any dirt or debris from the grommet sealing areas. 2. Install the grommet on the sensor valve stem. 3. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 4. Notice: Refer to Fastener Notice in Service Precautions. Page 8424 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7262 Disclaimer Page 6890 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6449 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 9865 Conversion - English/Metric (Part 1) Page 4335 Timing Cover: Service and Repair Engine Front Cover Replacement Removal Procedure 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Remove the drive belt tensioner. 3. Remove the oil pan. 4. Remove the crankshaft balancer. 5. Remove the crankshaft position actuator magnet. 6. Remove the thermostat housing. 7. Remove the water pump. 8. Remove the engine front cover bolts. 9. Remove the engine front cover. 10. Remove the engine front cover gasket. Installation Procedure 1. Install the engine front cover gasket. 2. Install the engine front cover. Notice: Refer to Fastener Notice. 3. Install the engine front cover bolts. Tighten the bolts to 257 Nm (18 ft. lbs.). 4. Install the water pump. 5. Install the thermostat housing. 6. Install the crankshaft position actuator magnet. 7. Install the crankshaft balancer. 8. Install the oil pan. Page 8935 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5546 Passenger Car Zoning PASSENGER CAR ZONING Service and Repair Engine Oil Dip Stick - Dip Stick Tube: Service and Repair Oil Level Indicator and Tube Replacement Removal Procedure 1. Remove the oil level indicator. 2. Remove the oil level indicator tube bracket bolt. 3. Remove the oil level indicator tube. 4. Inspect the oil level indicator tube O-ring seal, for damage, replace as necessary. Installation Procedure 1. Lubricate the oil level indicator tube O-ring seal with clean engine oil. 2. Install the oil level indicator tube into the engine block. 3. Notice: Refer to Fastener Notice. Page 2044 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 873 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8184 1. Install the PCV foul air tube to the vehicle. 2. Install the PCV foul air tube to the intake manifold. 3. Connect the PCV foul air tube to the PCV valve. 4. Install the PCV fresh air tube to the vehicle. 5. Install the PCV fresh air tube to the rocker arm cover. 6. Connect the PCV fresh air tube to the air cleaner outlet duct. 7. Install the intake manifold cover. Page 98 Page 12424 Alignment: Service and Repair Trim Height Inspection Trim Height Inspection Procedure Trim Height Measurements Trim height is a predetermined measurement relating to vehicle ride height. Incorrect trim heights can cause bottoming out over bumps, damage to the suspension components, and symptoms similar to wheel alignment problems. Check the trim heights when diagnosing suspension concerns and before checking the wheel alignment. Perform the following before measuring the trim heights: 1. Set the tire pressures to the pressure shown on the certification label. 2. Check the fuel level. Add additional weight if necessary to simulate a full tank. 3. Make sure the rear compartment is empty except for the spare tire. 4. Make sure the vehicle is on a level surface, such as an alignment rack. 5. Close the doors. 6. Close the hood. 7. All dimensions are measured vertical to the ground. Trim heights should be within 13 mm (0.5 inch) to be considered correct. Z Height Measurement The Z height dimension measurement determines the proper ride height for the front end of the vehicle. There is no adjustment procedure. Repair may require replacement of suspension components. 1. Lift the front bumper of the vehicle up about 38 mm (1.5 inch). 2. Gently remove your hands. Let the vehicle settle. 3. Repeat this operation for a total of 3 times. Measuring the Z Dimension 4. Measure from the pivot bolt center line down to the lower corner of the lower ball joint in order to obtain the Z height measurement. 5. Push the front bumper of the vehicle down about 38 mm (1.5 inch). 6. Gently remove your hands. 7. Allow the vehicle to settle into position. 8. Repeat the jouncing operation 2 more times for a total of 3 times. 9. Measure the Z dimension. 10. The true Z height dimension number is the average of the high and the low measurements. Refer to Trim Height Specifications. D Height Measurement The D height dimension measurement determines the proper rear end ride height. There is no adjustment procedure. Repair may require replacement of suspension components. 1. With the vehicle on a flat surface, lift upward on the rear bumper 38 mm (1.5 inch). 2. Gently remove your hands. Allow the vehicle to settle into position. 3. Repeat the jouncing operation 2 more times for a total of 3 times. Page 2848 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10316 To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Interior, A/C - Heated Seats Intermittently Inoperative Seat Heater Control Module: Customer Interest Interior, A/C - Heated Seats Intermittently Inoperative Bulletin No.: 06-08-50-002A Date: February 28, 2006 ADVANCE SERVICE INFORMATION RESOLUTION Subject: Intermittently Inoperative Heated Seats (Reprogram HVSM Module) Models: 2006 Chevrolet Impala, Monte Carlo Supercede: This bulletin is being update to include Correction and Warranty Information. Please discard Corporate Bulletin Number 06-08-50-002 (Section 08 - Body and Accessories). Condition Some customers may comment that the heated front seats are intermittently inoperative when: ^ The customer starts the vehicle. ^ The heated seat is then switched "ON" to pre-heat the seat without an occupant in the seat. ^ The driver or passenger occupies the seat that has been pre-heated. Under this set of circumstances, the heated seat may switch itself "OFF" when the seat becomes occupied and may not respond to the heated seat switch until the next ignition cycle. Cause Due to an anomaly in the programming; an interaction between the heated seat module and the occupant sensor in the seat may exist causing the seat heater to switch off. Correction Important: You must reprogram selecting all of the part numbers listed below. Reprogram the HVSM (Heated, Ventilated Seat Module) using service release software P/Ns 15892755, 15892756 and 15892757 which will correct the above condition. You must reprogram selecting all of the part numbers listed. Refer in SPS (Service Programming System) in SI for additional information on vehicle module reprogramming. Parts Information Page 4196 15. Remove the engine mount lower nuts. 16. Loosen the transaxle mount lower nuts. 17. Remove the rear transaxle brace to engine/oil pan bolts. 18. Lower the vehicle. 19. Using the engine support fixture, raise the engine. 20. Raise the engine. 21. Remove the steering shaft intermediate pinch bolt. Page 2897 6. Install the steering column tilt head components. 7. Install the ignition switch only. 8. Install the ignition lock cylinder. 9. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 7535 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 11475 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 10461 7. Install the automatic transaxle range selector cable retainer to the console shift control. 8. Install the carpet into position. 9. Install the Front Floor Console. 10. Properly route and position the automatic transmission range selector cable. 11. Install the automatic transaxle range selector cable to the automatic transaxle range selector cable bracket. 12. Install the automatic transaxle range selector cable to the automatic transaxle range selector lever. Page 10867 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5465 Page 9764 Page 7901 Page 12164 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 7192 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7087 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2291 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1381 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 7464 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 10611 Transmission Temperature Sensor/Switch: Service and Repair Fluid Temperature Sensor Replacement Fluid Temperature Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the wiring harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor (391). Installation Procedure 1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with fluid temperature sensor (391). 3. Install the case side cover. Page 4511 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 8421 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 3936 Wheels: Service and Repair Aluminum Wheel Refinishing Aluminum Wheel Refinishing Finish Damage Evaluation Procedure Important: ^ If the wheels are chrome-plated, do not re-plate or refinish the wheels. ^ If the wheels are polished aluminum, do not refinish the wheels in the dealer environment. Utilize a refinisher that meets manufacturer guidelines. 1. Inspect the wheels for damage from uncoated wheel balance weights or from automatic car wash facilities. 2. Inspect the wheels for the following conditions: ^ Corrosion ^ Scrapes ^ Gouges 3. Verify the damage is not deeper than what sanding can remove. 4. Inspect the wheels for cracks. If a wheel has cracks, discard the wheel. 5. Inspect the wheels for bent rim flanges. If a rim flange is bent, discard the wheel. Refinishing Procedure Caution: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 1. Remove the tire and wheel assembly from the vehicle. 2. Remove the balance weights from the wheel. 3. Remove the tire from the wheel. 4. Use a suitable cleaner in order to remove the following contaminants from the wheel: ^ Lubricants ^ Wax ^ Dirt Important: ^ Do not re-machine the wheel. ^ Do not use chemicals in order to strip the paint from the wheel. 5. Use plastic media blasting in order to remove the paint from the wheel. 6. If the wheel had a machined aluminum finish, spin the wheel and use sand paper in order to restore the circular machined appearance. Important: The wheel mounting surface and the wheel nut contact surface must remain free of paint. 7. Mask the wheel mounting surface and the wheel nut contact surface. 8. Follow the paint manufacturer's instructions for painting the wheel. 9. Unmask the wheel. 10. Install a new valve stem. Important: Use new coated balance weights in order to balance the wheel. 11. Install the tire to the wheel. 12. Use a suitable cleaner in order to remove the following contaminants from the wheel mounting surface: ^ Corrosion ^ Overspray ^ Dirt 13. Install the tire and wheel assembly to the vehicle. Page 6036 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9562 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7185 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Campaign - Power Steering Hose Replacement Technical Service Bulletin # 06072 Date: 061017 Campaign - Power Steering Hose Replacement Subject: Customer Satisfaction - Power Steering Hose Leak # 06072 - (10/17/2006) Models: 2006 Chevrolet Impala, Monte Carlo w/V6 & V8 Engine 2005-2006 Pontiac Grand Prix w/V8 Engine Registered in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming *********THIS PROGRAM IS IN EFFECT UNTIL OCTOBER 31, 2007********* Condition Customers in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming have reported an unusual number of power steering fluid leaks involving the power steering fluid return line in certain 2006 Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005-2006 Pontiac Grand Prix vehicles equipped with a V8 engine. When these vehicles are started at temperatures of -20°C (-4°F) or below, the pressure on the hose is substantially higher than in warmer conditions and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in power steering assist. If enough fluid is lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, and a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided through the applicable system listed below. Dealers will not have a report available if they have no involved vehicles currently assigned. --- US dealers - GM DealerWorld Recall Information --- Canadian dealers - GMinfoNet Recall Reports The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 417 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 10960 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Engine/Transmission - Aftermarket Calibrations PROM - Programmable Read Only Memory: Technical Service Bulletins Engine/Transmission Aftermarket Calibrations INFORMATION Bulletin No.: 09-06-04-026C Date: August 13, 2010 Subject: Identifying Non-GM (Aftermarket) Engine and Transmission Calibrations for V8 Gas Engines Using Tech 2(R) or Global Diagnostic System (GDS) Models: 2006-2011 GM Passenger Cars and Light Duty Trucks (Excluding Saab 9-7X) 2006-2009 HUMMER H2 2006-2010 HUMMER H3 Equipped with V8 Gas Powered Engines Only Attention: This bulletin applies to V8 gas powered engines ONLY. For Duramax(TM) diesel powered engines, refer to the latest version of Corporate Bulletin Number 08-06-04-006G. Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-06-04-026A (Section 06 - Engine/Propulsion System). General Motors is identifying an increasing number of engine, transmission and catalytic converter part failures that are the result of non-GM (aftermarket) engine and transmission control calibrations being used. When alteration to the GM-released engine or transmission control calibrations occurs, it subjects powertrain and driveline components (engine , transmission, transfer case, driveshaft and rear axle) to stresses that were not tested by General Motors. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Warranty coverage is based on the equipment and calibrations that were released on the vehicle at time of sale, or subsequently updated by GM. That's because GM testing and validation matches the calibration to a host of criteria that is essential to assure reliability, durability and emissions performance over the life of the warranty coverage and beyond. Stresses resulting from calibrations different from those tested and released by GM can damage or weaken components, leading to poor performance and or shortened life. Additionally, non-GM (aftermarket) issued engine control modifications often do not meet the same emissions performance standards as GM issued calibrations. Depending on state statutes, individuals who install engine control module calibrations that put the vehicle outside the parameters of emissions certification standards may be subject to fines and/or penalties. This bulletin outlines a procedure to identify the presence of non-GM (aftermarket) calibrations. GM recommends performing this check whenever a hard part failure is seen on internal engine or transmission components, or before an engine assembly or transmission assembly is being replaced under warranty. It is also recommended that the engine calibration verification procedure be performed whenever diagnostics indicate that catalytic converter replacement is indicated. The PQC has a process to confirm the ECM/PCM calibration is GM issued. The PQC will require a picture of the engine calibration verification screen, as outlined in this bulletin, before authorizing any V8 gas powered engine replacement. If a non-GM calibration is found and verification has taken place through GM, the remaining powertrain and driveline warranty will be blocked and notated in GMVIS and the dealership will be notified. This block prevents any UNAUTHORIZED warranty claim submission. 1. Connect the Tech 2(R) to the vehicle. 2. Go to: Diagnostics and build the vehicle. 3. Select: Powertrain. 4. Select: Engine. 5. *Select: Engine Control Module or PCM. 6. *Select: Module ID Information or I/M Information System if the Module ID Information selection is not available. 7. *If "I/M information System" was selected, it may be necessary to select "Vehicle Information" in order to display the calibration information. ‹› If the CVN information is displayed as "N/A", it will be necessary to contact the TCSC to obtain the CVN information. Page 8734 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7735 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Service and Repair Traction Control Switch: Service and Repair Traction Control Switch Replacement (Impala) Page 1778 The abrasion sleeve must be installed back onto the steering column wire harness assembly. The ignition lock cylinder case wires and connector must be hanging out of the middle of the abrasion sleeve. Install the wire harness assembly (1) into the wire harness strap (2). 6. Install the upper and lower trim covers. 7. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 12134 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 2616 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 5221 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6104 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5472 Conversion - English/Metric (Part 1) Page 7443 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 3619 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8494 Arrows and Symbols ARROWS AND SYMBOLS Cooling System - Coolant Leaking from Engine Coolant Line/Hose: Customer Interest Cooling System - Coolant Leaking from Engine TECHNICAL Bulletin No.: 07-06-02-006D Date: May 17, 2010 Subject: Coolant Leaking from Engine (Replace Coolant Crossover Pipe Gaskets) Models: 2006-2007 Buick Terraza 2009-2010 Buick Lucerne 2006-2007 Chevrolet Monte Carlo, Uplander 2006-2010 Chevrolet Impala, Malibu 2006-2007 Pontiac Montana SV6 2006-2009 Pontiac G6 2006-2007 Saturn Relay 2007-2009 Saturn AURA 2008-2009 Saturn VUE with 3.5L or 3.9L Engine (VINs N, K, I, R, W - RPOs LZ4, LZE, LZ9, LZ8, LGD) Supercede: This bulletin is being revised to add the Saturn VUE. Please discard Corporate Bulletin Number 07-06-02-006C (Section 06 - Engine/Propulsion System). Condition Some customers may comment on coolant leaking from the engine. Cause The gasket located between the coolant crossover pipe and the front of the right (rear side) cylinder head may be leaking. Correction Replace the coolant crossover pipe gaskets with updated service replacement gaskets. There are three coolant crossover designs. The second design crossover started during the 2008 model year. The second design crossover has an access hole for a cylinder head plug on the rear bank (bank 1). This crossover uses the three mounting hole gasket. The two examples below use the three hole gasket. The first design crossover does not have a hole in the bank area of the crossover. This crossover uses the four mounting hole gasket. Page 11760 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 6607 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 9377 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 8236 Page 7576 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2524 Page 1167 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 9062 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2463 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1026 Body Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9271 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 10092 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9167 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 4924 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7975 Page 11983 For vehicles repaired under warranty, use the table. Disclaimer Page 9942 4. Adjust the automatic shift lock control actuator. 1 Pull out the tab (1) on the adjuster block side (2) of the actuator. 2 Press on the adjuster block (2) in order to compress the internal adjuster spring and disengage the adjuster teeth. Slide the adjuster block as far away from the actuator as possible. 3 Lock in place by pushing in on the tab (1). 5. Inspect the actuator. ^ The actuator must lock the shift lever clevis when you place the clevis in the park position. ^ If you can move the shift lever without pressing on the brake pedal, readjust the actuator. 6. Install the knee bolster bracket. Page 11513 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 6810 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8631 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6093 A/T - Harsh Shifts/Slipping/DTCs P0741/P0742/P0757/P842 Valve Body: All Technical Service Bulletins A/T - Harsh Shifts/Slipping/DTCs P0741/P0742/P0757/P842 INFORMATION Bulletin No.: 08-07-30-002A Date: March 12, 2008 Subject: Information On 4T65-E MN7, M15 and M76 Front Wheel Drive Automatic Transmission Valve Body Reconditioning, DTCs P0741, P0742, P0757, P842, Harsh Shifts or Slips Models Supercede: This bulletin is being updated to include Related Service Document information. Please discard Corporate Bulletin Number 08-07-30-002 (Section 07 - Transmission/Transaxle). The following new service information will aid technicians in providing easy to follow valve body reconditioning instructions and new illustrations to simplify reassembly of the valve body. Related Service Document Corporate Bulletin Number 02-07-30-013 : Incorrect Transmission Shifts, Poor Engine Performance, Harsh 1-2 Upshifts, Slips 1st and Reverse, Torque Converter Clutch (TCC) Stuck Off/On, DTCs P0757 P0741 P0742 P0730 P0756. Important: If valve body cleaning is not required, DO NOT disassemble bores unless it is necessary to verify movement of valves. Inspection Procedure 1. Using the exploded views below inspect each bore for freedom of valve(s) movement and evidence of debris. Pay particular attention to those valves related to the customer's concern. 2. Verify movement of the valves in their normal installed position. Valves may become restricted during removal or installation. This is normal due to small tolerances between the valves and bores. 3. If a valve is restricted and cannot be corrected by cleaning the valve and bore replace the valve body. Describe the restricted valve on the repair order. Notice: Be sure all solenoids are installed with the electrical connectors facing the non-machined (cast) side of the valve body. Otherwise the solenoids will bind against the transmission case as the valve body bolts are tightened and damage may occur. Page 5196 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Engine Mount Bracket Replacement Engine Mount: Service and Repair Engine Mount Bracket Replacement Engine Mount Bracket Replacement Removal Procedure 1. Remove the engine mount. 2. Remove the engine mount bracket to mount nuts. 3. Remove the engine mount bracket. Installation Procedure 1. Install the engine mount bracket to the mount. Notice: Refer to Fastener Notice. Page 10370 Page 6854 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Diagram Information and Instructions Torque Converter Clutch Solenoid: Diagram Information and Instructions Electrical Symbols Page 8380 Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Page 11189 Brake Rotor/Disc: Service and Repair Disc Brake Backing Plate Replacement - Rear Disc Brake Backing Plate Replacement - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the rear wheels and tires. 3. Relieve the park brake system tension at the equalizer assembly. 4. Remove the rear caliper bracket. 5. Remove the rear rotor. 6. Disconnect and remove the rear park brake cable from the bracket at the rear wheel. 7. Disconnect the park brake cable return spring from the park brake actuator and bracket at the rear wheel. 8. Remove the rear hub. The rear hub, backing plate, park brake cable bracket, and park brake actuator will be removed as an assembly. 9. Remove the 2 retainers (9) and the park brake cable bracket (8) from the park brake actuator (4). Position aside the rear hub. 10. Remove the park brake shoe and actuator (4) from the backing plate (7). Installation Procedure Page 5797 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4514 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2178 Page 3730 Vehicle Lifting: Service and Repair Vehicle Jacking VEHICLE JACKING UNDER THE FRONT FRAME When lifting the front of the vehicle with a floor jack, place the floor jack lift pad at the center of the front frame. UNDER THE CENTER OF THE REAR SUSPENSION Lift the rear of the vehicle by placing the floor jack lift pad at the center of the rear suspension. SUPPORTING THE VEHICLE WITH JACKSTANDS IMPORTANT: Place jackstands ONLY under strong and stable vehicle structures. Page 9666 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10255 3. Important: Do not remove the upper and lower transaxle oil cooler fittings from the radiator at the same time other wise the transaxle oil cooler will fall inside the radiator end tank. Remove the oil cooler fitting from the radiator. Installation Procedure 1. Inspect the new O-ring seals for cracks, cuts or damage. Replace if necessary. 2. Notice: Refer to Fastener Notice in Service Precautions. Important: The correct thread engagement is critical. Cross-threaded fittings can achieve proper tightness and still leak. Install the oil cooler fitting to the radiator Tighten the fittings to 38 Nm (28 ft. lbs.). 3. Install the transaxle oil cooler hoses to the oil cooler fittings on the radiator. 4. Fill the cooling system. Refer to Draining and Filling Cooling System. 5. Adjust the transmission fluid level. 6. Inspect for fluid leaks. Auxiliary Automatic Transmission (AT) Oil Cooler Replacement Auxiliary Automatic Transmission (AT) Oil Cooler Replacement Page 4803 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 1324 Caution When performing service on or near the SIR components or the SIR wiring, the SIR system must be disabled. Failure to observe the correct procedure could cause deployment of the SIR components. Serious injury can occur. Failure to observe the correct procedure could also result in unnecessary SIR system repairs. 1. Perform the Diagnostic System Check-Vehicle. 2. Identify the DTC that is set AND review the DTC Descriptor in the corresponding diagnostic procedure. Refer to Diagnostic Trouble Code (DTC) List-Vehicle in SI. 3. Using the information from the DTC Descriptor, determine the location of the affected electrical connector. Refer to SIR Identification Views and the Master Electrical Component List in SI. 4. Turn OFF the ignition and disable the supplemental inflatable restraint (SIR) system. Refer to SIR Disabling and Enabling in SI. 5. BEFORE removing, INSPECT the CPA retainer at the electrical connector. Note The connector and connector position assurance (CPA) may seat independent of each other. Both the connector and CPA should seat with an audible and/or tactile click. The CPA isolates the shorting-bars within the connector allowing the deployment circuit to operate properly. ‹› If the CPA retainer is loose, damaged, or will not seat in the connector, replace it with a new one. Reinstall the CPA correctly by first pushing the connector body in completely, and then pushing the CPA retainer in completely. ‹› If the CPA retainer is not loose or damaged and is properly seated, proceed to Step 6. 6. Remove the CPA retainer and disconnect the electrical connector. Inspect the terminals for the following conditions: - Corrosion - Contamination - Terminal tension - Damage Important The terminals in the SIR/SRS system are made with a special plating. This plating provides the necessary contact integrity for the sensitive, low energy circuits. Use the J-38125 SIR/SRS Terminal Repair Kit for repairing SIR/SRS terminals and connectors. DO NOT substitute any other terminals for those in the repair kit. ‹› If the terminals are damaged, corrosion is observed, or have poor tension, repair or replace as necessary. Apply dielectric grease, GM P/N 12345579 (in Canada, use P/N 10953481) on the connector pins and terminals when reassembling. Refer to SIR/SRS Wiring Repairs in SI. Note The connector and connector position assurance (CPA) may seat independent of each other. Both the connector and CPA should seat with an audible and/or tactile click. The CPA isolates the shorting-bars within the connector allowing the deployment circuit to operate properly. 7. Connect the electrical connector, and install the CPA retainer. 8. Enable the supplemental inflatable restraint (SIR) system. Refer to SIR Disabling and Enabling in SI. 9. Clear the DTC with a scan tool. 10. Verify that the DTC does not reset by performing the Diagnostic Repair Verification in SI. ‹› If any DTC resets, then refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Parts Information Note If the CPA retainer P/N 54590003 (Orange CPA) cannot be located in the J-38125 SIR/SRS terminal repair kit, contact Kent Moore Tools and order P/N 54590003-PKG to obtain a package of 5. Specifications Water Pump: Specifications Water Pump Bolt ................................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Page 9147 Page 3707 Customer TPMS Information Page 2636 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 10231 2. Install the filter (100). 3. Install the gasket (25) and the oil pan (24). Page 10547 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2431 Page 11640 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5641 Application and ID Relay Box: Application and ID Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 768 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 12481 Front Steering Knuckle: Service and Repair Front Suspension Steering Knuckle Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Remove the bearing/hub assembly. 3. Remove the front lower control arm ball stud. 4. Remove the outer tie rod end from the steering knuckle. 5. Scribe the strut to the knuckle. 6. Remove the bolts and nuts attaching the strut to the knuckle. 7. Remove the knuckle from the vehicle. Installation Procedure 1. Install the knuckle to the vehicle. 2. Notice: Refer to Fastener Notice. Install the bolts and nuts attaching the strut to the knuckle. Tighten the strut to knuckle bolts to 130 Nm (96 ft. lbs.). Page 2057 3. Connect the fuel level sensor electrical connector (1). 4. Install the fuel tank module. Page 639 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 8971 Arrows and Symbols ARROWS AND SYMBOLS Page 7071 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5658 Page 62 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2551 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4834 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7533 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Locations Fluid Pressure Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 1708 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 9063 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 11793 Page 1172 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2350 Page 2476 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5854 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 538 Seat Heater Control Module: Diagrams Heated Seat Control Module - Driver C1 (With RPO Code KA1) Page 9061 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 117 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 12029 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 12867 11. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note the location of the pin hole. 12. Remove the connector from the sensor. 13. Remove the sensor from the adapter and bearing assembly. 14. To install the sensor, proceed to step 9 in the installation procedure. 15. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note location of the pin hole. ^ A sensor clip in FRONT of the sensor 16. Remove the connector from the sensor. 17. Remove the sensor clip from the sensor. 18. Remove the sensor from the adapter and bearing assembly. 19. To install the sensor, proceed to step 13 in the installation procedure. 20. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (3) ^ A pin hole (1) for the centering pin. Note the location of the pin hole. ^ An alignment mark (2) on the flush rotor flange cuff (3) for installation 21. Remove the connector from the sensor. 22. Remove the sensor from the adapter and bearing assembly. 23. To install the sensor, proceed to step 17 in the installation procedure. Page 11734 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 9428 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The powertrain control module (PCM) sends the fuel level information via the class 2 circuit to the instrument panel cluster (IPC). This information is used for the instrument panel (I/P) fuel gage and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 8921 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6807 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 142 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 12349 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 7342 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 2755 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 707 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9844 Page 10069 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9777 Page 3625 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 4117 Installation Procedure 1. Position the engine mount/bracket to the engine. 2. Install the engine mount bracket bolts. Notice: Refer to Fastener Notice. 3. Tighten the engine mount bracket bolts. Tighten the bolts in the sequence shown to 50 Nm (37 ft. lbs.). 4. Lower the engine using the adjustable jack until the engine mount rests on the frame. 5. Remove the adjustable jack and block of wood from under the vehicle. 6. Install the engine mount to frame nuts. Tighten the nuts to 50 Nm (37 ft. lbs.). 7. Install the engine splash shield. 8. Install the tire and wheel. Page 12217 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7638 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1974 Page 11636 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pressure sensor heat shield nut and shield. 3. Disconnect the engine oil pressure sensor electrical connector (1). Page 7858 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 418 8.5. Close the luggage compartment floor. 9. Fold down the left-hand rear side hatch in the luggage compartment. 10. M03: Replace the optic cable on the left-hand rear side: 10.1. Place the optic cable so that it is positioned behind the terminal housing on top of REC (A). 10.2. Remove the locking strip (B) on the 2-pin connector (H2-9) for the optic cable. 10.3. Open the terminal housing (C) with a screwdriver. Remove the secondary catch (D) on the connector and disconnect the optic cable coming from the OnStar(R) control modules. Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF).................................................................................................. ..............................................345-414 kPa (50-60 psi) Page 9868 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3584 Fuse Block - Underhood - Bottom View Page 5849 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6387 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). Page 2423 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Quick Connect Fitting(s) Service (Metal Collar) Fuel Line Coupler: Service and Repair Quick Connect Fitting(s) Service (Metal Collar) QUICK CONNECT FITTING(S) SERVICE (METAL COLLAR) TOOL REQUIRED J 37088-A Fuel Line Disconnect Tool Set REMOVAL PROCEDURE 1. Relieve the fuel system pressure. Refer to the Fuel Pressure Relief Procedure. 2. Remove the retainer from the fuel feed quick-connect fitting. 3. Using compressed air, blow any dirt or debris from around the fitting. CAUTION: Wear safety glasses when using compressed air, as flying dirt particles may cause eye injury. 4. Using the correct tool from the J 37088-A, insert the tool into the female connector, then push inward in order to release the quick connect locking tabs. Page 4673 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8902 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4577 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 8966 Page 8055 Page 4912 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10861 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 9857 Page 12969 Customer TPMS Information Page 12665 Parts Information Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product claim with the information shown. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Page 177 * Dealers using WINs: Add 0.2 hours to the labor time for administrative allowance for the module exchange. Dealers using GWM: Submit 0.2 hours administrative allowance under "Administration Time" for the module exchange. ** The $25 represents the additional net amount allowed for the module exchange. *** Dealers are to claim only administrative allowance of 0.2 hours when the module is replaced by Masscomp's Mobile Unit. Dealers using WINS should submit the 0.2 hours administrative allowance in labor time. Dealer using GWM should submit the 0.2 hours administrative allowance under Administrative Time. Customer Notification OnStar will notify customers of this program on their vehicle. Dealer Program Responsibility All unsold new vehicles in dealers'/retailers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers/retailers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through April 30, 2011. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer/retailer listing, are to be contacted by the dealer/retailer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. Page 8940 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 7444 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Diagrams Throttle Actuator Control (TAC) Module Page 11165 Brake Rotor/Disc: Technical Service Bulletins Brakes - Rotor/Drum Refinishing Labor Operations Bulletin No.: 06-05-22-007 Date: November 30, 2006 WARRANTY ADMINISTRATION Subject: Brake Rotor/Drum Refinishing Labor Operations Models: 2005-2007 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X (Canada Only) The purpose of this bulletin is to advise dealership personnel of labor operation changes relating to brake repairs. Existing brake rotor and drum labor operations have been revised to remove the refinishing times and new labor operations have been established for refinishing brake rotors or drums. The changes will become effective with the release of the December 2006 Labor Time Guide. The following changes: Applies to all 2005-2007 vehicles, unless 2005 was the last year of production for that particular model. May apply to 2004 and prior models years if the vehicle was produced after 2005 - e.g. TrailBlazer, Envoy, etc. Where the new labor operations for refinishing rotors or drums do not apply, the existing labor operations will still contain time for refinishing. Always refer to the Labor Time Guide for the appropriate labor operations and time for the vehicle being repaired. Page 2529 Page 8647 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 10877 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 139 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 5772 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8615 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 8255 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 12675 Power Steering Line/Hose: Service and Repair Power Steering Pressure Pipe/Hose Replacement Power Steering Pressure Pipe/Hose Replacement (LZ4/LZE/LZ9) Page 13198 Arrows and Symbols ARROWS AND SYMBOLS Page 9628 Arrows and Symbols ARROWS AND SYMBOLS Page 8871 Page 5210 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 1648 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 11850 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6606 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7169 Arrows and Symbols ARROWS AND SYMBOLS Page 7230 INSTALLATION PROCEDURE IMPORTANT: A special anti-seize compound is use on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burns away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with the anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the catalytic converter. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (3). 4. Install the CPA retainer (1). Page 11238 4. Important: Position the piston in the bore so that it is straight and level. Install the piston in the brake caliper. 5. Position a piece of wood across the piston to be installed. 6. Applying equal pressure by hand while pushing down, install the piston in the bore. 7. Remove the piece of wood. Page 13100 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 4696 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12320 Page 9658 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 92 Page 6097 Page 12472 Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Replacement Tire Pressure Sensor Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting. ^ Place the sensors cap and valve on a dry clean surface after removal; the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ When separating the tire bead from the wheel, position the bead breaking fixture 90 degrees from the valve stem. ^ Position the mounting/dismounting head so the tire iron, or pry bar, can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the tire pressure sensor. Installation Procedure 1. Clean any dirt or debris from the grommet sealing area. 2. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 3. Notice: Refer to Component Fastener Tightening Notice in Service Precautions. Install the sensor nut and position the sensor body parallel to the inside wheel surface while tightening. Page 11643 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 4753 Heater Hose: Service and Repair Heater Pipes Replacement HEATER PIPES REPLACEMENT Page 8825 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5570 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6251 6. Install the steering column tilt head components. 7. Install the ignition switch only. 8. Install the ignition lock cylinder. 9. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 228 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Page 1616 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 9978 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 1277 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2383 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7355 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 802 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5485 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7335 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1497 Power Mirror Switch: Service and Repair Power Mirror Switch Replacement (Monte Carlo) Page 6816 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 326 monitor the Tech2(R) for the current time and date. REMINDER - Keep in mind that the time displayed on the Tech2(R) is in Greenwich Mean Time (GMT) and the offset is based on the time zones relationship to GMT. If replacement of the VIU/VCIM is necessary, you MUST reconfigure the OnStar® system. Failure to reconfigure the system will result in an additional customer visit for repair. OnStar® VIU, Generations 2 and 3, will require the technician to press the blue OnStar® button to reconfigure the vehicle with an OnStar® advisor. OnStar(R) VCIM, Generations 4-7 will require the technician to reconfigure the vehicle with the use of the TIS2WEB and SPS applications (pass thru only), along with the Tech2(R). The configuration and set-up procedure is a two-step process that must be completed step-by-step without interruption or delay in between each step. This procedure enables an automated activation without a button press by the technician to the OnStar(R) Call Center. Following this procedure, it may take up to 24 hours for all OnStar(R) services to be fully activated. How to Order Parts If the OnStar(R) GPS date/time stamp is non-recoverable and the unit needs to be replaced, dealers in the U.S. should contact Autocraft Electronics select the catalog item that contains this bulletin number. Canadian dealers should contact MASS Electronics. Dealers DO NOT need to call the GM Technical Assistance Center (TAC) for replacement approval. Autocraft Electronics and MASS Electronics will be responsible for verifying that the subject vehicle is a candidate for a replacement VIU/VCIM. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) Locations Fluid Pressure Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 9270 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Locations Center Console Page 8013 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9573 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 408 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 12126 Conversion - English/Metric (Part 1) Page 5520 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8525 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4571 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 11600 Fuel System - Driveability Issues/MIL/Multiple DTC's Fuel Injector: Customer Interest Fuel System - Driveability Issues/MIL/Multiple DTC's TECHNICAL Bulletin No.: 03-06-04-030G Date: April 22, 2009 Subject: Various Driveability Symptoms Due to Clogged Fuel Injectors, MIL/SES DTCs P0171, P0172, P0174, P0300, P1174, P1175 (Clean Fuel Injectors and/or Perform Injector Test With AFIT CH-47976) Models: 2005-2009 GM Passenger Cars and Light Duty Trucks 2005-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X Equipped with Engine RPOs listed in the Table above and MULTEC(R) 2 Fuel Injectors Attention: GM does not support cleaning injectors on any engines that are not listed in this bulletin. Engines other than the ones listed in this bulletin that diagnosis indicates having restricted injectors should have those injectors replaced. Supercede: This bulletin is being revised to update the model year to 2009 and to provide applicable engine RPO table. Please discard Corporate Bulletin Number 03-06-04-030F (Section 06 - Engine/Propulsion System). Condition Some customers may comment on any of the following various driveability symptoms: - Extended Crank Time - Hard to Start - MIL/SES Illuminated with DTCs - Hesitation - Lack of Power - Surge or Chuggle - Rough Idle - Light or Intermittent Misfire Cause Due to various factors, the fuel injectors may become restricted. Extensive testing has demonstrated that fuel related issues are the cause of clogged injectors. At this point, no specific fuel, fuel constituent, or engine condition has been identified as causing the restriction. The restriction causes the engine to operate at a lean air fuel ratio. This may either trigger the MIL to illuminate or the engine to develop various driveability symptoms. Correction Page 1402 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 3444 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 5646 Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Page 4983 Muffler: Service and Repair Muffler Replacement (Single Outlet) Muffler Replacement (Single Outlet) Removal Procedure Important: The muffler is serviced as a complete assembly and cannot be serviced separately. 1. Remove the catalytic converter. 2. Have an assistant support the muffler assembly. 3. Remove the muffler assembly from the exhaust insulators. 4. Clean the catalytic converter to muffler mating surfaces. Installation Procedure 1. Lubricate the insulators with spray lubricant. Thermo Element Replacement Transmission Temperature Sensor/Switch: Service and Repair Thermo Element Replacement Thermo Element Replacement ^ Tools Required J 34094-A Thermo Element Height Gage Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. 3. Remove the thermo element pins (120, 123) and the washers. 4. Remove the thermo element (121) and the thermo element plate (122). Installation Procedure 1. Use the J 34094-A to set the middle thermo pin (123). 2. Install the new thermo element plate (122). 3. Install the pin (120) and the washer. 4. Use the J 34094-A to set the height of the pin and the washer furthest from the accumulator. 5. Use the J 34094-A to set the height of the second pin (120) and the washer. 6. Install the thermo element (121) between the two pins (120). The V in the thermo element (121) must contact the thermo element plate (122). 7. Install the oil pan. Remote Keyless Entry - Inoperative/Poor Range/(TPM) Keyless Start Antenna: Customer Interest Remote Keyless Entry - Inoperative/Poor Range/(TPM) TECHNICAL Bulletin No.: 07-08-52-001C Date: August 27, 2009 Subject: Remote Keyless Entry (RKE) Inoperative, Poor Range, Tire Pressure Monitor (TPM) Message Displayed, Remote Vehicle Start (RVS) (Replace/Reprogram RCDLR, Replace Antenna and Transmitters) Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo Supercede: This bulletin is being revised to update the Parts Information. Please discard Corporate Bulletin Number 07-08-52-001B (Section 08 - Body and Accessories). Condition Important This bulletin does not apply to vehicles built after the following dates: - DTS / Lucerne: 5/1/07 - Impala / Monte Carlo: 3/1/07 For vehicles built after these dates, refer to SI for diagnosis and repair information. Some customers may comment about one or more of the following conditions: - The Remote Keyless Entry (RKE) transmitters will not program, function and/or the RKE transmitter low battery message is displayed. - The Service Tire Monitor System message is displayed. - The new RKE transmitter cannot be programmed. - The Remote Keyless Entry (RKE) and/or Remote Vehicle Start (RVS) transmitter has poor range. Cause Any of these concerns may be caused by an internal fault with the transmitters and/or the Remote Control Door Lock Receiver (RCDLR) software/hardware. Correction DO NOT REPLACE THE BCM. Important - The 2006 and 2007 Impala LS without AP8 does not have a coax antenna. - The 2006 and 2007 Lucerne without AP3 or AP8 does not have a coax antenna. 1. Replace the RCDLR module and the RCDLR antenna using the following procedure: Impala / Monte Carlo 1. Remove the driver's side "A" pillar molding and I/P closeout panel. 2. Unplug the speaker. 3. To expose the RCDLR antenna, partially remove the driver's side upper I/P closeout panel (near windshield). 4. Remove the clips holding the RCDLR antenna wire at the RCDLR module and along the "A" pillar. 5. Cut the old RCDLR antenna wire a minimum of 152 mm (6 in) from the button (connecting to the windshield), leaving that portion of the old RCDLR antenna connected to the windshield. 6. Remove the I/P carrier bolt and remove the old RCDLR antenna. 7. Remove the RCDLR module. 8. Install the new RCDLR module. 9. Lay in the new RCDLR antenna and reinstall the carrier bolt. 10. Connect the new antenna to the RCDLR antenna module. Page 6385 Spark Plug: Specifications Spark Plug Torque Spark Plug Torque ............................................................................................................................... ...................................................... 15 Nm (11 lb. ft.) Page 5098 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 2579 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 623 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 13205 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9982 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Locations Center Console Page 2789 Page 4536 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Wheel Speed Sensor Replacement - Front Wheel Speed Sensor: Service and Repair Wheel Speed Sensor Replacement - Front Wheel Speed Sensor Replacement - Front Removal Procedure 1. Important: The front wheel speed sensors and rings are integral with the hub and bearing assemblies. If a speed sensor or a ring needs replacement, replace the entire hub and bearing assembly. Do not service the harness pigtail individually because the harness pigtail is part of the sensor. Refer to Wheel Bearing/Hub Replacement - Front. Raise and support the vehicle on a suitable hoist. Refer to Lifting and Jacking the Vehicle. 2. Remove the front tire and wheel assembly. 3. Disconnect the front wheel speed sensor jumper harness electrical connector (1). 4. Remove the hub and bearing assembly (2). Installation Procedure Page 1369 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 12798 Steering Wheel: Description and Operation Steering Wheel and Column Description and Operation Steering Wheel and Column Description and Operation The steering wheel and column has 4 primary functions: ^ Vehicle steering ^ Vehicle security ^ Driver convenience ^ Driver safety Vehicle Steering The steering wheel is the first link between the driver and the vehicle. The steering wheel is fastened to a steering shaft within the column. At the lower end of the column, the intermediate shaft connects the column to the steering gear. Vehicle Security. Some Vehicle Models Theft deterrent components are mounted and designed into the steering column. The following components allow the column to be locked in order to minimize theft: ^ The ignition switch ^ The steering column lock ^ The ignition cylinder Driver Convenience The steering wheel and column may also have driver controls attached for convenience and comfort. The following controls may be mounted on or near the steering wheel or column. ^ The turn signal switch ^ The hazard switch ^ The headlamp dimmer switch ^ The wiper/washer switch ^ The horn pad/cruise control switch ^ The redundant radio/entertainment system controls ^ The tilt or tilt/telescoping functions ^ The navigation OnStar features ^ The HVAC controls Driver Safety In the event of a front-end collision the energy-absorbing steering column compresses, which reduces the chance of injury to the driver. The mounting capsules break away from the mounting bracket in the event of an accident. Ignition Lock Cylinder Control Actuator If the vehicle is equipped with a floor-mounted console gear shifter, an added safety feature is an ignition lock cylinder control actuator system in the steering column. The ignition lock cylinder control actuator system prevents the steering wheel from being locked when the transmission is in gear and the vehicle may be moving. The column ignition lock system consists of a ignition lock cylinder control actuator and a ignition lock cylinder control switch, that is located in the A/T shift lock control switch. The ignition lock cylinder control actuator contains a spring-loaded pin that mechanically prevents the ignition key cylinder from being turned to the Lock position when the transmission is not in the Park position. If vehicle power is lost or the transmission is not in the Park position, the operator will not be able to turn the ignition key to the Lock position and will not be able to remove the ignition key from the column. Page 8752 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 2307 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 12597 5. Measure 25 mm (1 in) from both ends of new power steering hose. 6. Mark the new power steering hose measurements with a white or yellow marker as shown in illustration. 7. Apply GM Super Lube(R), P/N 12346241, or equivalent to the inside ends of the new power steering hose. 8. Slide the new clamps onto the new power steering hose. 9. Install the new power steering hose. 10. Position the power steering hose clamps between the white or yellow measurement lines created in Step 6 and the end of the new hose. Ensure the clamp is NOT placed over the hard line flare. 11. Tighten the clamps until the torque cap breaks off of the clamp. 12. Clean the fluid from the underbody of the vehicle. 13. Lower the vehicle. 14. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to the Checking and Adding Power Steering Fluid procedure in SI. V8 Engine Note The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. Page 7073 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 7222 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1050 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2109 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 1841 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 8850 Page 5711 Steering/Suspension - Wheel Alignment Specifications Alignment: Technical Service Bulletins Steering/Suspension - Wheel Alignment Specifications WARRANTY ADMINISTRATION Bulletin No.: 05-03-07-009C Date: December 09, 2010 Subject: Wheel Alignment Specifications, Requirements and Recommendations for GM Vehicles Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks Supercede: This bulletin is being extensively revised to provide technicians and warranty administrators with an all inclusive guide for wheel alignments. PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. Please discard Corporate Bulletin Number 05-03-07-009B (Section 03 - Suspension). Purpose The purpose of this bulletin is to provide retail, wholesale and fleet personnel with General Motors' warranty service requirements and recommendations for customer concerns related to wheel alignment. For your convenience, this bulletin updates and centralizes all of GM's Standard Wheel Alignment Service Procedures, Policy Guidelines and bulletins on wheel alignment warranty service. Important PLEASE FAMILIARIZE YOURSELF WITH THESE UPDATES BEFORE PERFORMING YOUR NEXT GM WHEEL ALIGNMENT SERVICE. The following five (5) key steps are a summary of this bulletin and are REQUIRED in completing a successful wheel alignment service. 1. Verify the vehicle is in an Original Equipment condition for curb weight, tires, wheels, suspension and steering configurations. Vehicles modified in any of these areas are not covered for wheel alignment warranty. 2. Review the customer concern relative to "Normal Operation" definitions. 3. Verify that vehicle is within the "Mileage Policy" range. 4. Document wheel alignment warranty claims appropriately for labor operations E2000 and E2020. The following information must be documented or attached to the repair order: - Customer concern in detail - What corrected the customer concern? - If a wheel alignment is performed: - Consult SI for proper specifications. - Document the "Before" AND "After" wheel alignment measurements/settings. - Completed "Wheel Alignment Repair Order Questionnaire" (form attached to this bulletin) 5. Use the proper wheel alignment equipment (preferred with print-out capability), process and the appropriate calibration maintenance schedules. Important If it is determined that a wheel alignment is necessary under warranty, use the proper labor code for the repair. E2000 for Steering Wheel Angle and/or Front Toe set or E2020 for Wheel Alignment Check/Adjust includes Caster, Camber and Toe set (Wheel alignment labor time for other component repairs is to be charged to the component that causes a wheel alignment operation.). The following flowchart is to help summarize the information detailed in this bulletin and should be used whenever a wheel alignment is performed. Page 11880 Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 5. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 6. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 7. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 8. Ensure the rivet stud is securely fastened, WITHOUT ANY detectable movement. 9. Completely wrap the threads of the rivet stud with painters tape or equivalent. Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 10. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 11. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 12. Remove the painters tape or equivalent from the rivet stud threads. 13. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 14. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. Page 8766 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 6059 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 886 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1903 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 10957 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5289 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8097 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 2302 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1253 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6050 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 879 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9078 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 4120 1. Install the engine mount strut bracket. 2. Loosely install the engine mount strut bracket to engine upper bolt. 3. Raise and support the vehicle. Notice: Refer to Fastener Notice. 4. Install the engine mount strut bracket to engine lower bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 5. Position the A/C compressor to the engine block. 6. Install the A/C compressor front nut and bolt until snug. Page 9533 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 9001 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11859 Fuse Block - Underhood C2 (Part 1) Page 9198 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 10195 Control Module: Service and Repair Transmission Control Module (TCM) Replacement Transmission Control Module Page 13231 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Data Link Connector Description Data Link Connector: Description and Operation Data Link Connector Description DATA LINK CONNECTOR (DLC) The data link connector (DLC) is a 16-pin connector that provides the technician a means of accessing serial data for aid in the diagnosis. This connector allows the technician to use a scan tool in order to monitor the various serial data parameters, and display the DTC information. The DLC is located inside of the drivers compartment, underneath the dash. Page 11458 Page 5337 Page 9464 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6481 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 10931 Page 655 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7214 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5486 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 298 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Engine, A/T Controls - Shared Diagnostic Trouble Codes Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Page 6630 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 7150 Page 10574 each repair. With the ATF in a tightly sealed container, place the container in a tub of hot water for a period of time. Then pour the ATF into the reservoir. This method works best with a low fluid level in the reservoir. Place the Transflow(R) machine in the direct sunlight with the cabinet door open to expose the reservoir to the rays of the warm sun. Flush / Flow Test Procedure Important All labor operations that include removal of the transmission from the vehicle and require the transmission oil pan or transmission side cover to be removed include labor time to flush the transmission oil cooler system. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate procedure. Important The J 45096 can be used to flush the transmission oil cooler system on an Allison equipped vehicle, but the flow meter should not be utilized. Refer to SI for Automatic Transmission Oil Cooler Flushing and Flow Test J 45096 for the appropriate flow check procedure. Machine Displays After completion of the flush and flow test, the following information is to be recorded on the repair order. This information is displayed on the Transmission Cooling System Service Tool, J 45096, Transflow(R) machine when the dial is in the code position. - Tested flow rate (displayed in Gallons Per Minute (GPM) - Temperature (displayed is degrees Fahrenheit) - Cycle number (a number) - Seven digit Alpha/Numeric flow code (i.e. A10DFB2) Warranty Information Important All labor operations that include removal of the transmission from the vehicle include labor time to flush the transmission oil cooler system. Performing a transmission oil cooling system flush and flow test will use between 4.7-7.5 L (5-8 qts) of DEXRON(R)VI transmission fluid. The amount Page 12328 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 3785 up, allowing tire air pressure to increase above the threshold causing the light to go off. Properly adjusting all tire air pressures to the recommended levels will correct this (Refer to the Tire and Loading Information Label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". For more detailed information, refer to Corporate Bulletin Number 07-03-16-004C and TPMS Training Course 13044.12T2. Tire Pressure Light At key on, without starting the vehicle: Steady Solid Glowing TPM Indicator If the TPM indicator appears as a steady glowing yellow lamp (as above), the system is functioning properly and you should add air to the tires to correct this condition. Blinking TPM Indicator If the TPM indicator appears as a BLINKING yellow lamp for one minute and then stays on solid, diagnostic service is needed. The Effect of Outside Temperature on Tire Pressures Important: As a rule of thumb, tire pressure will change about 7kPa (1 psi) for every 6°C (10°F) decrease in temperature - Tire pressure will drop when it gets colder outside, and rise when it gets warmer. Under certain situations such as extreme outside temperature changes, the system may bring on a solid light with a check tire pressure message. This should be considered normal and the system is working properly. The light will turn off upon adding the proper amount of air to the tires (refer to the Tire & Loading Information label in the driver's door opening). When properly adjusting tire air pressure, the following steps are important to help optimize the system and prolong bringing a tire pressure light on: ^ Use an accurate, high quality tire pressure gauge. ^ Never set the tire pressure below the specified placard value regardless of tire temperature or ambient temperature. ^ Tire pressure should be set to the specified placard pressure at the lowest seasonal temperature the vehicle will encounter during operation. Page 10283 Parking Lock Cable: Service and Repair Park Lock Cable Replacement Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the console. 3. Remove the knee bolster bracket. 4. Place the transaxle shift control lever in the PARK position. 5. Important: Ensure the ignition key is in the RUN position. Do NOT attempt to proceed to Step 6 with the key in any other position. Turn the ignition key to the RUN position. 6. Slip a screwdriver blade into the slot provided in the ignition switch inhibitor. 7. Use the screwdriver to depress the cable latch. 8. Pull the cable from the inhibitor. 9. Remove the park/lock cable from the shift control. 10. Remove the cable retainer from the park/lock cable at the shift control. 11. Remove the park/lock cable. Installation Procedure 1. Ensure the cable lock button is in the UP position. 2. Ensure the shift lever is in the PARK position. 3. Install the park/lock cable. 4. Snap the cable connector into the shifter base. 5. Install the cable retainer to park/lock cable to the shift control. 6. Ensure the ignition key is in the RUN position. 7. Install the cable into the inhibitor housing. 8. Important: Ensure the ignition key is in the LOCK position. Do NOT attempt to insert the cable with the key in any other position. Turn the ignition key to the LOCK position. 9. Install the cable end onto the shifter park lock lever pin. 10. Push the cable connector nose forward to remove the slack. 11. Push the cable connector lock button down using no load applied to the connector nose. 12. Inspect the operation of the park/lock cable for proper adjustment. 13. Install the console. 14. Install the knee bolster bracket. 15. Connect the negative battery cable. Page 7684 Page 3610 Page 10005 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2631 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7905 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 730 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6703 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Junction Block Replacement - Accessory Wiring Relay Box: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 4593 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 1645 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 5284 Page 8028 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7049 Passenger Car Zoning PASSENGER CAR ZONING Page 2614 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2782 1. Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor 2. Brake Booster Vacuum Sensor (LS4) 3. Windshield Wiper Motor 4. Electronic Brake Control Module (EBCM) 5. A/C Refrigerant Pressure Sensor 6. Transmission Control Module (TCM) 7. Engine Control Module (ECM) 8. G101 9. Inflatable Restraint Front End Sensor - Left RF of the Engine Compartment Page 12735 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 3817 Frequently Asked Questions Disclaimer Page 6795 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. A/T Controls - MIL ON/Harsh Shifts/DTC's P0742/P2761 Wiring Harness: Customer Interest A/T Controls - MIL ON/Harsh Shifts/DTC's P0742/P2761 Bulletin No.: 06-07-30-034 Date: December 20, 2006 TECHNICAL Subject: Service Engine Soon (SES) or Check Engine Light On, Harsh Shift, DTCs P0742 and P2761 Set or Just P2764 Set (Replace Automatic Transmission Wiring Harness) Models: 2006-2007 Buick Allure (Canada), LaCrosse, Lucerne, Rendezvous, Terraza 2006-2007 Chevrolet Impala, Malibu SS, Malibu Maxx SS, Monte Carlo, Uplander 2006-2007 Pontiac Grand Prix, G6 GTP, Montana SV6 2006-2007 Saturn Relay with 4T65-E Automatic Transmission (RPOs MN7, M15 or M76) Condition Some customers may comment on the Service Engine Soon (SES) or Check Engine light being illuminated. Upon investigation, the technician may find DTCs P0742 and P2764 together or just P2761 set as current or in history. Also, the customer may comment on a harsh shift. Cause The tan wire (1) of the Torque Converter Clutch (TCC) Solenoid Valve harness may be incorrectly routed around a metal retaining clip causing a chafe in the wire insulation, resulting in a short to ground. The harsh shift concern is due to the default code causing high line pressure to be commanded. Correction If diagnosis indicates a grounded circuit, replace the transmission wiring harness following the published replacement procedure in SI. Be sure to route the tan wire out of the metal clip. When servicing 2007 vehicles, the metal clip for the temperature sensor connector on the new harness must be removed and discarded prior to installation. Reuse the plastic clip from the old harness. Page 10863 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 13024 up, allowing tire air pressure to increase above the threshold causing the light to go off. Properly adjusting all tire air pressures to the recommended levels will correct this (Refer to the Tire and Loading Information Label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". For more detailed information, refer to Corporate Bulletin Number 07-03-16-004C and TPMS Training Course 13044.12T2. Tire Pressure Light At key on, without starting the vehicle: Steady Solid Glowing TPM Indicator If the TPM indicator appears as a steady glowing yellow lamp (as above), the system is functioning properly and you should add air to the tires to correct this condition. Blinking TPM Indicator If the TPM indicator appears as a BLINKING yellow lamp for one minute and then stays on solid, diagnostic service is needed. The Effect of Outside Temperature on Tire Pressures Important: As a rule of thumb, tire pressure will change about 7kPa (1 psi) for every 6°C (10°F) decrease in temperature - Tire pressure will drop when it gets colder outside, and rise when it gets warmer. Under certain situations such as extreme outside temperature changes, the system may bring on a solid light with a check tire pressure message. This should be considered normal and the system is working properly. The light will turn off upon adding the proper amount of air to the tires (refer to the Tire & Loading Information label in the driver's door opening). When properly adjusting tire air pressure, the following steps are important to help optimize the system and prolong bringing a tire pressure light on: ^ Use an accurate, high quality tire pressure gauge. ^ Never set the tire pressure below the specified placard value regardless of tire temperature or ambient temperature. ^ Tire pressure should be set to the specified placard pressure at the lowest seasonal temperature the vehicle will encounter during operation. Page 5382 Page 10712 15. Crimp the seal retaining clamp (1) using J 35910. Crimp the clamp (1) to 174 Nm (130 ft. lbs.). 16. Check the gap dimension on the clamp ear. Continue tightening until the gap dimension is reached. Dimension a= 1.9 mm (5/64 inch). Page 5518 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2263 Page 3814 ^ When adding proper tire air pressure, it is important to remember fluctuations in outside air temperatures and tire temperatures effect tire air pressures. ^ After you have added the proper tire pressure, if the vehicle has a DIC (after the system has updated), check to see if DIC displays are the same readings as the tire pressure gauge used (adjust as necessary). ^ Only perform a TPM sensor re-learn after a tire rotation or system part replacements and use the Tech 2(R) to initiate the relearn whenever possible to avoid invalid sensor I.D. learns. Important: Always take outside temperature and tire temperature into consideration to properly set tire pressures. Foe example, on colder days (20°F/-7°C), if setting tire pressure when the vehicle has been indoors (60°F/16°C) or the tires are warm from being driven, it will be necessary to compensate for the low outside temperature by adding 21-27 kPa (3-4 psi) more then the placecard pressure. At some later time, when the vehicle has been parked outside for a while, the tires will cool off and the pressures will drop back into the placecard range. Important: Recently, nitrogen gas (for use in inflating tires) has become available to the general customer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. Tires inflated with nitrogen gas may exhibit less of a pressure change in response to outside temperature changes. Nitrogen gas inflation is compatible with GM TPM sensors. For additional information, refer to Corporate Service Bulletin 05-03-10-020C. Important: All Models (Except the Pontiac Vibe): Do not perform a TPM relearn at PDI, the system has already been set at the Assembly Plant. Do not perform a TPM relearn after adding air to the tires. The low tire light is similar to the low fuel indicator and adding something (fuel, air) to the vehicle makes that light turn back off again. Note that because of system behavior, some vehicles must be driven a short distance before the sensors recognize the increase in pressure and turns the light off again. Pontiac Vibe Only: Do not use the TPMS reset button to turn off the light. The system will update and light will turn off when all tire pressures have been adjusted followed by short distance drive. Important: All models (except the Pontiac Vibe): Each tire monitor sensor is learned to a specific vehicle corner. When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or Module), always use the Tech2(R) to initiate the J 46079 relearned process. Tech 2(R) - initiated relearns lock out other vehicle TPM signals that may be broadcasting in the area. Only signals initiated by the J 46079 tool will be accepted. This method avoids storing false TPM I.D.s and will prevent customers from returning with dashes (--) displayed in tire pressure readouts and/or a flashing tire pressure monitor (TPM) light. Checking the four TPM I.D.s with the Tech 2(R) prior to and following relearn to verify they are the same can prevent invalid I.D. learns. Pontiac Vibe Only: Tire Monitor Sensors are not learned to a specific vehicle corner. Do not perform a TPM Reset after tire rotation. The TPMS Reset button must only be used during pre-delivery inspection by the dealer to initialize the system (after all tire pressures have been adjusted properly) or when a Tire Pressure Monitor System component is replaced. The J 46079 tool does not work on Vibe TPM sensors. A TPMS relearn on Vibe must be preformed with a Tech 2(R) to set the TPMS Module in learn mode. The TPMS sensor IDs are entered through the Tech 2(R). Refer to SI for further Vibe TPMS information. Labor Operation and Repair Order/Warranty System Claim Required Documentation Important: The ONLY time labor operation E0726 or E0722 should be used is to diagnose for a system issue. That should ONLY occur if, at key ON, without starting the engine, the Tire Pressure Monitor (TPM) blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC) If that occurs, a TPM system problem exists and the system will have set a DTC. If one of these operastions is used, the following Repair Order and Warranty System documentation are required: ^ Document the customer complaint on the Repair Order. ^ Document the TPMS DTC that has set on the Repair Order. ^ Enter the TPMS DTC in the Warranty System (WINS) in the Failure Code/DTC field on the claim submission (refer to the Claims Processing Manual, Section IV, Warranty claim Data, Page 6, Item G). If the above information is not documented on the Repair Order and Warranty System, the claim may be rejected. If the Warranty Parts Center (WPC) generates a request, this repair order documentation must be sent back. Page 7019 2. Connect the ECM electrical connectors (2). 3. Install the air cleaner assembly. 4. Install the left front inner fender brace. 5. Connect the negative battery cable. 6. Program the new ECM. Refer to Control Module References. See: Testing and Inspection/Programming and Relearning Page 11807 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1897 Page 1814 Page 8398 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5975 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 949 Page 10150 For vehicles repaired under warranty, use the table. Disclaimer Page 4857 Page 8904 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 1867 Page 590 Page 7412 Engine Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 5652 Page 5994 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 12690 Power Steering Pump: Service and Repair Power Steering Pump Pulley Replacement Power Steering Pulley Replacement (LZ4/LZE/LZ9) Page 5755 Page 5897 Page 11576 Application Table (Part 2) Location View Location View Page 5955 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 13197 Locations Transmission Speed Sensor: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 2030 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9342 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 12351 For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to refer to the table above. Disclaimer Page 5167 Page 12416 A large amount of scrub radius can cause severe shimmy after hitting a bump. Four-wheel drive vehicles with large tires use a steering damper to compensate for an increased scrub radius. Scrub radius is not directly measurable by the conventional methods. Scrub radius is projected geometrically by engineers during the design phase of the suspension. Page 7917 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6853 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7552 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7023 Fuel Level Sensor: Service and Repair FUEL LEVEL SENSOR REPLACEMENT REMOVAL PROCEDURE IMPORTANT: Always maintain cleanliness when servicing fuel system components. 1. Remove the fuel tank module. 2. Disconnect the fuel level sensor electrical connector (1). 3. Push in the fuel level sensor retainer (1). Page 11292 6. Tighten the nut on the equalizer in order to remove the slack in the cable. 7. Lower the vehicle. 8. Install the parking brake cable through the park brake cable guides. 9. Position the carpeting properly. 10. Install the lower center pillar trim panel on the left side. 11. Install the left side carpet retainers. 12. Install the left side instrument panel insulator. 13. Adjust the parking brake. Page 9161 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Description and Operation Variable Valve Timing Actuator: Description and Operation CAMSHAFT ACTUATOR SYSTEM DESCRIPTION CAMSHAFT POSITION (CMP) ACTUATOR SYSTEM The camshaft position (CMP) actuator system is used for a variety of engine performance enhancements. These enhancements include lower emission output through exhaust gas recirculation (EGR) control, a wider engine torque range, improved gas millage, and improved engine idle stability. The CMP actuator system accomplishes this by controlling the amount of intake and exhaust valve overlap. CMP ACTUATOR SYSTEM OPERATION The camshaft position (CMP) actuator system is controlled by the control module. The control module sends a pulse width modulated 12-volt signal to a CMP actuator solenoid in order to control the amount of engine oil flow to a Cam Phaser passage. There are 2 different passages for oil to flow through, a passage for cam advance and a passage for cam retard. The Cam Phaser is attached to a camshaft and is hydraulically operated in order to change the angle of the camshaft relative to crankshaft position (CKP). Engine oil pressure (EOP), viscosity, temperature and engine oil level can have an adverse affect on Cam Phaser performance. The control module calculates the optimum cam position through the following inputs: Engine speed - Manifold absolute pressure (MAP) - Throttle position indicated angle - CKP - CMP - Engine load - Barometric (BARO) pressure The Cam Phaser default position is 0 degrees. The control module uses the following inputs before assuming control of the Cam Phaser: Engine coolant temperature (ECT) - Closed loop fuel control - Engine oil temperature (EOT) - EOP - Engine oil level - CMP actuator solenoid circuit state - Ignition 1 signal voltage - BARO pressure CMP ACTUATOR SOLENOID CIRCUIT DIAGNOSTICS The control module monitors the control circuits of the camshaft position (CMP) actuator solenoid for electrical faults. The control module has the ability to determine if a control circuit is open, shorted high, and shorted low. If the control module detects a fault with a CMP actuator solenoid circuit, a DTC will set. CMP ACTUATOR SYSTEM PERFORMANCE DIAGNOSTICS The control module monitors the performance of the camshaft position (CMP) actuator system by monitoring the actual and desired position of the CMP Sensor. If the difference between the actual and desired position is more than a calibrated angle for more than a calibrated amount of time, a DTC will set. Page 6506 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Locations Transmission Speed Sensor: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 1954 Page 10507 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7668 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1256 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1057 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 8673 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11808 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2923 If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 16. Install the connector to the sensor. 17. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A flush rotor flange cuff (4) ^ An alignment mark (3) for installation 18. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 19. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 20. Install the connector to the sensor. 21. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A flush rotor flange cuff (5) ^ An alignment mark (4) for installation ^ A foam ring (6) 22. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 23. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. Page 2703 Page 9675 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7348 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 820 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 11539 7. Remove the park lock cable assembly (1) from the ignition lock cylinder case in the following way: 1 Use a small blade to push against the locking tab on the end of the park lock cable assembly (1). 2 Disconnect the park lock cable assembly (1) from the ignition lock cylinder case. 8. Remove the 3 TORX screws (2) from the ignition lock cylinder case (1). 9. Remove the ignition lock cylinder case (1) from the steering column tilt head assembly. Installation Procedure 1. Align the ignition lock cylinder case (1) with the steering column tilt head assembly. 2. Notice: Refer to Fastener Notice in Service Precautions. Screw the 3 TORX screws (2) into the ignition lock cylinder case (1). Tighten the 3 TORX screws to 7 Nm (62 inch lbs.). Page 10190 For vehicles repaired under warranty, use the table. Disclaimer Page 61 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Heated Oxygen Sensor Replacement - Position 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 1 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 1 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Remove the connector position assurance (CPA) retainer (3). 2. Disconnect the heater oxygen sensor (HO2S) electrical connector (2). 3. Remove the oxygen sensor electrical connector from the ignition coil bracket. 4. Remove the HO2S from the exhaust manifold. INSTALLATION PROCEDURE Page 8718 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6798 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 9684 Torque Converter Clutch Pulse Width Modulated Solenoid Valve Connector, Wiring Harness Side Page 3533 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 3334 26. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm (35 lb-ft). 27. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb-ft). 28. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb-ft.). Page 12133 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9413 Passenger Car Zoning PASSENGER CAR ZONING Page 635 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6051 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 10398 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 12122 Page 8572 Fuel Supply Line: Service and Repair FUEL HOSE/PIPES REPLACEMENT - CHASSIS REMOVAL PROCEDURE IMPORTANT: Clean the fuel connection and surrounding areas prior to disconnecting the lines in order to avoid possible system contamination. 1. Remove the air cleaner outlet duct. 2. Remove the brake master cylinder and reposition. 3. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 4. Disconnect the fuel feed line (1) from the fuel rail. 5. Open the fuel/brake pipe retainers (1). 6. Remove the fuel feed line from the fuel/brake pipe retainers (1). 7. Raise and support the vehicle. Refer to Vehicle Lifting. Page 12701 11. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note the location of the pin hole. 12. Remove the connector from the sensor. 13. Remove the sensor from the adapter and bearing assembly. 14. To install the sensor, proceed to step 9 in the installation procedure. 15. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note location of the pin hole. ^ A sensor clip in FRONT of the sensor 16. Remove the connector from the sensor. 17. Remove the sensor clip from the sensor. 18. Remove the sensor from the adapter and bearing assembly. 19. To install the sensor, proceed to step 13 in the installation procedure. 20. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (3) ^ A pin hole (1) for the centering pin. Note the location of the pin hole. ^ An alignment mark (2) on the flush rotor flange cuff (3) for installation 21. Remove the connector from the sensor. 22. Remove the sensor from the adapter and bearing assembly. 23. To install the sensor, proceed to step 17 in the installation procedure. Page 3305 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Page 2641 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9043 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 12182 Page 11123 Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Remove the rear brake caliper from the vehicle. 2. Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when applying compressed air. The piston(s) can fly out with force and could result in serious bodily injury. Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough air to ease the pistons out of the bores. If the pistons are blown out, even with the padding provided, it may be damaged. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Remove the retaining ring that secures the dust boot to the caliper housing. 4. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot seal. 5. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard the piston seal. 6. Important: Do not use abrasives to clean the brake caliper piston. Clean the brake caliper piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 7. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered air. 8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust, and/or excessive corrosion. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 11. Inspect the caliper piston for cracks, scoring, and/or damage to the chrome plating. Replace the caliper piston if any of these conditions exist. Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 1938 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5701 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12875 4. Install the spindle rod to the rear suspension support. 5. Install the bolt (1) and nut to the rear suspension support. Tighten the bolt to 135 Nm (100 ft. lbs.). 6. Install the rear suspension support. 7. Install the tire and wheel assembly. 8. Lower the vehicle. 9. Adjust the wheel toe angle. Refer to Wheel Alignment Specifications. Page 7414 Page 8557 12. Remove the fuel injector (3) from the fuel rail, if required. 13. Remove the fuel injector upper O-ring (2), if required. INSTALLATION PROCEDURE 1. The fuel injector (1) is stamped with a part number identification (2). IMPORTANT: Ensure to use the correct part number when ordering the replacement fuel injectors. 2. Lubricate the NEW injector O-rings (2) with clean engine oil, if required. 3. Install the fuel injector upper O-ring (2), if required. 4. Install the fuel injector (3) to the fuel rail, if required. 5. Install the fuel injector retaining clip (1), if required. 6. Replace any damaged lower injector O-rings that were removed. NOTE: Use care when servicing the fuel system components, especially the fuel injector electrical connectors, the fuel injector tips, and the injector O-rings. Plug the inlet and the outlet ports of the fuel rail in order to prevent contamination. - Do not use compressed air to clean the fuel rail assembly as this may damage the fuel rail components. Page 11343 Page 9408 Page 11502 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5369 Page 125 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 4634 Page 9418 Locations Main Relay (Computer/Fuel System): Locations Location View Page 5934 Page 10101 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2236 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 3021 - If the scan tool parameters do not indicate a lean condition, go to Symptoms - Computers and Control Systems. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Symptom Related Diagnostic Procedures/Symptoms - Engine Controls CIRCUIT/SYSTEM TESTING 1. Turn OFF the ignition. 2. Relieve the fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Disconnect the chassis fuel hose from the engine compartment fuel pipe. 4. Install the J 37287 between the chassis fuel hose and the engine compartment fuel pipe. 5. Open the valve on the J 37287. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. 8. Bleed the air from the J 34730-1A. 9. Command the fuel pump relay ON and then OFF with a scan tool. 10. Close the fuel feed pipe shut-off valve. 11. Monitor the J 34730-1A for 1 minute. - If the fuel pressure remains constant, replace the fuel sender assembly. - If the fuel pressure does not remain constant, locate and replace the leaking fuel injectors. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. Fuel Rail Assembly Replacement - Fuel Injector Replacement See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Page 6250 3. Press the locking tab on the end of the park lock cable assembly (1) into the slot in the ignition lock cylinder case. 4. Important: Press the turn signal switch housing firmly against the steering column tilt head in order for the screws from the turn signal and multifunction switch assembly to align. Install the turn signal switch housing. 5. Install the turn signal and multifunction switch assembly only. Page 4503 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1989 Page 6726 Page 2040 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6954 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 1923 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7840 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3003 If the thrust angle is out of specification, moving the axle to body relationship will change the thrust angle reading. If the vehicle is out in the Positive (+) direction-moving the RHS forward and/or LHS rearward will move the thrust angle towards zero degrees. If the vehicle is out in the Negative (-) direction-moving the RHS rearward and/or LHS forward will move the thrust angle towards zero degrees. Lead/Pull Description At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead/pull is usually caused by the following factors: ^ Tire construction ^ Wheel alignment ^ Unbalanced steering gear The way in which a tire is built may produce lead/pull. The rear tires will not cause lead. Torque Steer Description A vehicle pulls or leads in one direction during hard acceleration. A vehicle pulls or leads in the other direction during deceleration. The following factors may cause torque steer to be more apparent on a particular vehicle: ^ A slightly smaller diameter tire on the right front increases a right torque lead. Inspect the front tires for differences in the brand, the construction, or the size. If the tires appear to be similar, change the front tires from side-to-side and retest the vehicle. Tire and wheel assemblies have the most significant effect on torque steer correction. ^ A large difference in the right and left front tire pressure ^ Left-to-right differences in the front view axle angle may cause significant steering pull in a vehicle. The pull will be to the side with the most downward sloping axle from the differential to the wheels. Axles typically slope downward from the differential. The slope of the transaxle pan to level ground may be used as an indication of bias axle angles. The side with the higher transaxle pan, shown on the left side of the illustration, has the most downward sloping axle angle. Memory Steer Description Memory steer is when the vehicle wants to lead or pull in the direction the driver previously turned the vehicle. Additionally, after turning in the opposite direction, the vehicle will want to lead or pull in that direction. Wander Description Wander is the undesired drifting or deviation of a vehicle to either side from a straight path with hand pressure on the steering wheel. Wander is a symptom of the vehicle's sensitivity to external disturbances, such as road crown and crosswind, and accentuated by poor on-center steering feel. Scrub Radius Description Ideally, the scrub radius is as small as possible. Normally, the SAI angle and the centerline of the tire and the wheel intersect below the road surface, causing a positive scrub radius. With struts, the SAI angle is much larger than the long arm/short arm type of suspension. This allows the SAI angle to intersect the camber angle above the road surface, forming a negative scrub radius. The smaller the scrub radius, the better the directional stability. Installing aftermarket wheels that have additional offset will dramatically increase the scrub radius. The newly installed wheels may cause the centerline of the tires to move further away from the spindle. This will increase the scrub radius. Diagrams Throttle Actuator Control (TAC) Module Locations Brake Fluid Level Sensor/Switch: Locations ABS Component Views LF of the Engine Compartment 1 - Mass Air Flow (MAF) / Intake Air Temperature (IAT) Sensor 2 - Brake Fluid Level Switch 3 Windshield Wiper Motor 4 - Electronic Brake Control Module (EBCM) 5 - A/C Refrigerant Pressure Sensor 6 - Transmission Control Module (TCM) 7 - Engine Control Module (ECM) 8 - G101 9 Inflatable Restraint Front end Sensor - Left Page 12939 Vehicle Lifting: Service and Repair Frame Contact Lift VEHICLE LIFTING-FRAME CONTACT LIFT FRONT LIFT PADS When lifting the vehicle with a frame-contact lift, place the front lift pads at the front pinchweld flanges. REAR LIFT PADS When lifting the vehicle with a frame-contact lift, place the rear lift pads at the rear pinchweld flanges. Page 3669 Fuse Block - Underhood C1 (Part 2) Page 2480 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Wheel Drive Shaft Inner Joint and Seal Replacement Constant Velocity Joint: Service and Repair Wheel Drive Shaft Inner Joint and Seal Replacement Wheel Drive Shaft Inner Joint and Seal Replacement ^ Tools Required 8059 Snap Ring Pliers (Parallel Jaw) - 35910 Drive Axle Seal Clamp Pliers - 41048 Drive Axle Swage Ring Clamp Removal Procedure 1. Notice: Do not cut through the wheel drive shaft inboard seal during service. Cutting through the seal may damage the sealing surface of the housing and the tripot bushing. Damage to the sealing surface may lead to water and dirt intrusion and premature wear of the constant velocity joint. Disconnect the swage ring from the halfshaft bar using a hand grinder to cut through the ring, taking care not to damage the halfshaft bar. 2. Remove the large seal retaining clamp (2) from the tripot joint with side cutters. Discard the large seal retaining clamp. 3. Separate the inboard seal from the trilobal tripot bushing (3) at the large diameter. 4. Slide the seal away from the joint along the halfshaft bar. Page 2264 Page 10559 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9900 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Diagram Information and Instructions Air Bag Control Module: Diagram Information and Instructions Electrical Symbols Page 1021 Page 7058 Page 2516 Testing and Inspection Step 1 - Step 9 Page 621 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4780 Page 5180 Page 10944 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 12866 Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor Centering Steering Wheel Position Sensor Centering Removal Procedure 1. Important: Identify the type of steering wheel position sensor from the illustrations shown BEFORE removing the sensor from the steering column. Once you have identified the steering wheel position sensor, follow the instructions listed in the removal procedure. Verify the type of steering wheel position sensor. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on the right. 3. Important: If reusing the existing sensor, you do not have to align the sensor before removal. Centering is not required when it is time to reinstall. Remove the connector from the sensor. 4. Remove the sensor (1) from the adapter and bearing assembly. 5. To install the sensor, proceed to step 1 in the installation information. 6. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (2) ^ A pin hole (1) for centering the pin. Note the location of the pin hole. ^ A flush rotor flange cuff (4) 7. Important: If reusing the existing sensor, you must make an alignment mark on the rotor flange cuff (3) before removing the sensor. Failure to do so will cause misalignment when installing the sensor. A new sensor will be required if misaligned. Make an alignment mark on the flush rotor flange cuff (3). 8. Remove the connector from the sensor. 9. Remove the sensor from the adapter and bearing assembly. 10. To install the sensor, proceed to step 5 in the installation procedure. Page 3063 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). Capacity Specifications Coolant: Capacity Specifications Cooling System Including Reservoir ................................................................................................................................................ 12.2 quarts (11.6 liters) NOTE: All capacities are approximate. When adding, be sure to fill to the approximate level. Recheck fluid level after filling. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Page 7558 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11828 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 5334 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7164 Page 8402 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 11638 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 11818 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 6604 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 4908 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: All Technical Service Bulletins Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 11717 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 12717 24. Install the connector to the sensor. Page 12971 Frequently Asked Questions Disclaimer Page 10104 Page 7410 Passenger Car Zoning PASSENGER CAR ZONING Page 9956 Passenger Car Zoning PASSENGER CAR ZONING Page 11216 If the brake pedal feels spongy, repeat the bleeding procedure again. If the brake pedal still feels spongy after repeating the bleeding procedure, perform the following steps: 1. Inspect the brake system for external leaks. Refer to Brake System External Leak Inspection. See: Testing and Inspection/Component Tests and General Diagnostics/Brake System External Leak Inspection 2. Pressure bleed the hydraulic brake system in order to purge any air that may still be trapped in the system. 22. Turn the ignition key ON, with the engine OFF. Check to see if the brake system warning lamp remains illuminated. 23. Important: DO NOT allow the vehicle to be driven until it is diagnosed and repaired. If the brake system warning lamp remains illuminated, refer to Symptoms - Hydraulic Brakes. See: Testing and Inspection/Symptom Related Diagnostic Procedures Pressure Hydraulic Brake System Bleeding (Pressure) Tools Required ^ J29532 Diaphragm Type Brake Pressure Bleeder, or equivalent ^ J35589-A Brake Pressure Bleeder Adapter Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap is necessary, clean the outside of the reservoir on and around the cap prior to removal. 2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 4. Reconnect the brake pipe to the master cylinder port and tighten securely. 5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 9. With the front brake pipe installed securely to the master cylinder - after all air has been purged from the front port of the master cylinder loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install the J35589-A to the brake master cylinder reservoir. 6. Check the brake fluid level in the J29532, or equivalent. Add Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container as necessary to bring the level to approximately the half-full point. 7. Connect the J29532, or equivalent, to the J35589-A. 8. Charge the J29532, or equivalent, air tank to 175 - 205 kPa (25 - 30 psi). 9. Open the J29532, or equivalent, fluid tank valve to allow pressurized brake fluid to enter the brake system. 10. Wait approximately 30 seconds, then inspect the entire hydraulic brake system in order to ensure that there are no existing external brake fluid leaks. Any brake fluid leaks identified require repair prior to completing this procedure. 11. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 12. Install a transparent hose over the end of the bleeder valve. 13. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme 11(R) GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 14. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. Allow fluid to flow until air bubbles stop flowing from the bleeder, then tighten the bleeder valve. 15. With the right rear wheel hydraulic circuit bleeder valve tightened securely - after all air has been purged from the right rear hydraulic circuit - Page 1389 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6099 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 4475 Page 6665 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 11485 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6203 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5421 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 3370 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 8621 Locations Pressure Regulating Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 1485 Power Door Lock Switch: Diagrams Door Lock Switch - Driver Page 2549 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 81 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8574 12. Remove the fuel/brake line retainer bolts. 13. Remove the fuel feed line from the retainer. 14. Open the fuel/brake line retainer (1). 15. Remove the fuel feed line from the retainer. Page 2039 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 11853 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 9106 Page 2566 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 906 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 1212 Engine Control Module: Description and Operation Throttle Actuator Control (TAC) System ENGINE CONTROL MODULE The engine control module (ECM) is the control center for the throttle actuator control (TAC) system. The ECM determines the drivers intent and then calculates the appropriate throttle response. The ECM achieves throttle positioning by providing a pulse width modulated voltage to the TAC motor. Page 5612 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 10974 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3568 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Description and Operation Variable Valve Timing Actuator: Description and Operation CAMSHAFT ACTUATOR SYSTEM DESCRIPTION CAMSHAFT POSITION (CMP) ACTUATOR SYSTEM The camshaft position (CMP) actuator system is used for a variety of engine performance enhancements. These enhancements include lower emission output through exhaust gas recirculation (EGR) control, a wider engine torque range, improved gas millage, and improved engine idle stability. The CMP actuator system accomplishes this by controlling the amount of intake and exhaust valve overlap. CMP ACTUATOR SYSTEM OPERATION The camshaft position (CMP) actuator system is controlled by the control module. The control module sends a pulse width modulated 12-volt signal to a CMP actuator solenoid in order to control the amount of engine oil flow to a Cam Phaser passage. There are 2 different passages for oil to flow through, a passage for cam advance and a passage for cam retard. The Cam Phaser is attached to a camshaft and is hydraulically operated in order to change the angle of the camshaft relative to crankshaft position (CKP). Engine oil pressure (EOP), viscosity, temperature and engine oil level can have an adverse affect on Cam Phaser performance. The control module calculates the optimum cam position through the following inputs: Engine speed - Manifold absolute pressure (MAP) - Throttle position indicated angle - CKP - CMP - Engine load - Barometric (BARO) pressure The Cam Phaser default position is 0 degrees. The control module uses the following inputs before assuming control of the Cam Phaser: Engine coolant temperature (ECT) - Closed loop fuel control - Engine oil temperature (EOT) - EOP - Engine oil level - CMP actuator solenoid circuit state - Ignition 1 signal voltage - BARO pressure CMP ACTUATOR SOLENOID CIRCUIT DIAGNOSTICS The control module monitors the control circuits of the camshaft position (CMP) actuator solenoid for electrical faults. The control module has the ability to determine if a control circuit is open, shorted high, and shorted low. If the control module detects a fault with a CMP actuator solenoid circuit, a DTC will set. CMP ACTUATOR SYSTEM PERFORMANCE DIAGNOSTICS The control module monitors the performance of the camshaft position (CMP) actuator system by monitoring the actual and desired position of the CMP Sensor. If the difference between the actual and desired position is more than a calibrated angle for more than a calibrated amount of time, a DTC will set. Page 10530 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 8352 Fuel injector restrictions, deposits can be cleaned on the vehicle using the following procedure. Under NO circumstances should this procedure be modified, changed or shortened. As a long term solution, and to prevent reoccurrence, customers should be encouraged to use Top Tier Detergent Gasoline. For further information on Top Tier detergent gasoline and fuel retailers, please refer to the following Corporate Bulletin Numbers: - 04-06-04-047G (U.S. Only) - 05-06-04-022D (Canada ONLY) Notice GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent approved for use with General Motors fuel system components. Other injector cleaners may cause damage to plastics, plated metals or bearings. General Motors has completed extensive laboratory testing of GM Upper Engine and Fuel Injector Cleaner, and can assure its compatibility with General Motors fuel system components, as long as the cleaning procedure is followed correctly. Injector Cleaning Procedure The following tools, or their equivalent, are required: - CH-47976 Active Fuel Injector Tester (AFIT) - J 35800-A Fuel Injector Cleaner - J 37287 Fuel Line Shut-off Adapter - J 42964 Fuel Line Shut-off Adapter - J 42873 Fuel Line Shut-off Adapter - * One bottle of GM Upper Engine and Fuel Injector Cleaner, P/N 88861802 (in Canada, P/N 88861804) - * One bottle of GM Fuel System Treatment Plus, P/N 88861011 (in Canada, P/N 88861012) Active Fuel Injector Tester (AFIT- CH-47976) Some dealers may not have an Active Fuel Injector Tester (AFIT- CH-47976). Dealers can contact to order an AFIT- CH-47976. Dealers still can test the fuel injectors without an AFIT. Refer to Fuel Injector Diagnosis (w/ J 39021 or Tech 2(R)) in SI. Important As mentioned in the AFIT User Guide, vehicles that are not listed in the AFIT menu can still be tested with the AFIT. Depending on the model, it may be possible to enter the previous model year and proceed with testing using the DLC connection. If this is not possible on the model that you are working on, it will be necessary to use the direct connection method outlined in the AFIT User Guide (See Pages 17-31). General Motors recommends that the Active Fuel Injector Tester (AFIT) be used in testing fuel injectors. If the SI diagnostics do not isolate a cause for this concern, use the Active Fuel Injector Tester (AFIT - CH-47976) to perform an "Injector Test" as outlined in the AFIT User Guide. The AFIT "Injector Test" measures the flow characteristics of all fuel injectors, which is more precise when compared with the standard Tech 2(R) fuel injector balance test. As a result, the AFIT is more likely to isolate the cause of a P1174 DTC (for example: if it is being caused by a fuel injector concern). The CH-47976 (Active Fuel Injector Tester - AFIT) can also be used to measure fuel pressure and fuel system leak down. Also, as mentioned in the P1174 SI diagnosis, if the misfire current counters or misfire graph indicate any misfires, it may be an indicator of the cylinder that is causing the concern. Refer to Fuel Injector Diagnosis (w/CH-47976) in SI for additional instructions. Training (U.S.) To access the training video on AFIT, take the following path at the GM Training Website: 1. After logging into the training website, choose the link on the left side of the page titled "web video library." 2. Then choose "technical." 3. Next, within the search box, type in September course number "10206.09D. 4. This will bring up a link with this course. Scroll through to choose "feature topic." 5. At this point, the seminar can be chosen to view or the video related to the AFIT. Additional training is available from the training website. Please see TECHassist 16044.18T2 Active Fuel Injector Tester and also see 16044.14D1 GM Powertrain Performance for more information on GM Upper Engine and Fuel Injector Cleaner. Page 6849 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9085 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 10844 Page 1993 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 12001 Page 8071 Page 10011 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9456 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4298 Front Crankshaft Seal: Service and Repair Crankshaft Front Oil Seal Replacement Tools Required ^ J35468 Cover Aligner and Seal Installer Removal Procedure 1. Remove the crankshaft balancer. 2. Remove the crankshaft key from the keyway. 3. Pry out the crankshaft front oil seal using a suitable tool. Use care not to damage the engine front cover or the crankshaft. Installation Procedure 1. Lubricate the NEW oil seal with clean engine oil. 2. Align the J35468 and the crankshaft front oil seal with the engine front cover and crankshaft. Page 5516 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 3865 Disclaimer Page 1495 The information shown has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Disclaimer Page 9293 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9314 Page 11846 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 12039 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 11724 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 7597 Page 12219 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2533 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 2619 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5238 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 4675 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 6770 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Page 12363 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 1043 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 10660 1. Notice: Do NOT use any type of grease to retain parts during the assembly of this unit. Using greases other than the recommended assembly lube changes the transaxle fluid characteristics. Using greases other than the recommended assembly lube causes undesirable shift conditions and/or filter clogging. Use TRANSJEL J 36850 or equivalent during the assembly of this unit. Install the ball check valves (372) into the case cover. Use the J 36850 to retain the ball check valves in their proper locations. 2. Install the gasket and spacer plate assembly (396). Page 5872 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 7809 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2857 Page 7816 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 1298 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3803 Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. Final Inspection 1. After remounting and inflating the tire, check both beads, the repair and the valve with a water and soap solution in order to detect leaks. 2. If the tire continues to lose air, the tire must be demounted and reinspected. 3. Balance the tire and wheel assembly. Refer to Tire and Wheel Assembly Balancing - OFF Vehicle. For additional tire puncture repair information, contact: Rubber Manufacturers Association (RMA) Disclaimer Page 11820 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 543 Seat Heater Control Module: Removal and Replacement Heated Seat Control Module Replacement - Front (Monte Carlo) Page 13252 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1944 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 2544 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2371 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 1173 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5875 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6491 Intake Air Temperature Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 1885 Page 13208 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 7488 Engine Control Module: Description and Operation Throttle Actuator Control (TAC) System ENGINE CONTROL MODULE The engine control module (ECM) is the control center for the throttle actuator control (TAC) system. The ECM determines the drivers intent and then calculates the appropriate throttle response. The ECM achieves throttle positioning by providing a pulse width modulated voltage to the TAC motor. Page 752 Page 7764 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 910 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 11364 Electronic Brake Control Module (EBCM) Page 11785 Page 3471 18. Remove the left/driver outer trim cover from the I/P. 19. Remove the CPA from the steering wheel module coil connector (1). 20. Disconnect the steering wheel module coil connector (1) from the vehicle harness connector (3). 21. Remove the CPA from the LF/driver side impact module connector (1) located under the front of driver seat. 22. Disconnect the LF side impact module connector (1) from the vehicle harness connector. 23. Remove the lower center pillar trim. 24. Remove the CPA (3) from the seat belt retractor pretensioner - LF connector (2). 25. Disconnect the seat belt retractor pretensioner - LF connector (2) from the vehicle harness connector (1). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. When enabling the right/passenger side impact module proceed to step 3, if the SDM needs enabling then use entire procedure. 3. Connect the RF side impact module connector (1) to the vehicle harness connector. 4. Install the CPA lock to the RF side impact module connector (1). Page 6129 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 578 Electronic Brake Control Module (EBCM) Page 10250 ^ Capacities - Approximate Fluid Transmission Fluid Cooler Line Quick Connect Fitting Transmission Fluid Cooler Line Quick Connect Fitting Removal Procedure 1. Important: Perform the following procedure when removing the retaining rings and cooler lines from the quick connect fittings located on the radiator and/or the transmission. Important: Only the transaxle side of the cooler line has a plastic cap. Pull the plastic cap back from the quick connect fitting and down along the cooler line about 5 cm (2 inch). 2. Using a bent-tip screwdriver, pull on one of the open ends of the retaining ring in order to rotate the retaining ring around the quick connect fitting until the retaining ring is out of position and can be completely removed. 3. Remove the retaining ring from the quick connect fitting. 4. Discard the retaining ring. 5. Pull the cooler line straight out from the quick connect fitting. Installation Procedure 1. Important: ^ Do not reuse any of the existing oil lines or oil line fittings if there is excessive corrosion. ^ Do not reuse any of the existing retaining rings that were removed from the existing quick connect fittings. Install new retaining rings. ^ Ensure the following procedures are performed when installing the new retaining rings onto the fittings. Install a new retaining ring into the quick connect fitting using the following procedure: Page 8704 Page 8917 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5283 Page 6583 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5155 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 6151 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 9154 Page 2016 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7849 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Service Precautions Vehicle Lifting: Service Precautions CAUTION: - To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. - To avoid any vehicle damage, serious personal injury or death, always use the jackstands to support the vehicle when lifting the vehicle with a jack. Page 7082 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: All Technical Service Bulletins Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 9778 Page 10421 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5446 1. Slide the NEW battery current sensor (1) up onto the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive battery terminal prior to installation. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the positive battery cable. 3. Install the positive and negative battery cable. 4. Connect the I/P harness electrical connector (1) to the battery current sensor. Page 8744 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 10328 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the transaxle wiring harness. 3. Remove the control valve body bolts (375, 379, 381) that mount the fluid pressure manual valve position switch to the control valve body (300). 4. Important: When removing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully remove the fluid pressure manual valve position switch (395). 5. Inspect the fluid pressure manual valve position switch (395) for the following conditions: ^ Damaged electrical connector terminals ^ Damaged seals ^ Damaged switch membranes ^ Debris on the switch membranes Installation Procedure 1. Important: When installing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully install the fluid pressure manual valve position switch (395). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the control valve body bolts (375, 379, 381) that mount the TFP switch to the control valve body (300). ^ Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.). ^ Tighten the control valve body bolt (379) to 16 Nm (12 ft. lbs.). ^ Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.). 3. Connect the transaxle wiring harness. 4. Install the case side cover. Page 3447 Air Bag(s) Arming and Disarming: Service and Repair SIR Disabling and Enabling Zone 2 SIR DISABLING AND ENABLING ZONE 2 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. Page 4930 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2105 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8863 Throttle Body: Service and Repair Throttle Body Service THROTTLE BODY SERVICE 1. Remove the air cleaner outlet duct. CAUTION: Turn OFF the ignition before inserting fingers into the throttle bore. Unexpected movement of the throttle blade could cause personal injury. NOTE: Do not insert any tools into the throttle body bore in order to avoid damage to the throttle valve plate. 2. Inspect the throttle body bore and the throttle plate for deposits. You will need to open the throttle plate in order to inspect all surfaces. NOTE: Do not use any solvent that contains Methyl Ethyl Ketone (MEK). This solvent may damage fuel system components. 3. Clean the throttle body bore and the throttle plate using a clean shop towel with GM Top Engine Cleaner, P/N 1052626 or AC-Delco Carburetor Tune-Up Conditioner, P/N X66-P, or an equivalent product. 4. Install the air cleaner outlet duct. Page 6087 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1393 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2027 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Service Precautions Vehicle Lifting: Service Precautions CAUTION: - To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. - To avoid any vehicle damage, serious personal injury or death, always use the jackstands to support the vehicle when lifting the vehicle with a jack. Page 4898 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 4561 Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 4822 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 10949 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11138 Pivot the caliper down in order to access the pads. It is not necessary to remove the caliper. 9. Remove the brake pads (2) from the caliper bracket. 10. Remove the 2 pad clips (1) from the caliper bracket. 11. Inspect the caliper mounting hardware for the following conditions: ^ Cuts ^ Tears ^ Deterioration Replace any hardware if damage exists. 12. Inspect the caliper dust boot for the following conditions: ^ Cuts ^ Tears ^ Deterioration Replace the caliper dust boot if damage exists. Refer to Brake Caliper Inspection. 13. Inspect the caliper bolts for corrosion or damage. If corrosion exists, use new caliper bolts when installing the caliper. Installation Procedure 1. Bottom the piston into the caliper bore. Use a C-clamp before installing new brake pads in order to compress the piston. Use an old brake pad or wooden block across the face of the piston to avoid damage to the piston or the caliper boot. 2. Install the 2 retainers (1) to the caliper bracket. Important: The wear sensor is on the outside pad. The sensor is positioned at the trailing or downward edge of the pad during forward wheel rotation. 3. Install the pads (2) to the caliper bracket. Page 6048 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 6904 Data Link Connector: Connector Views Data Link Connector (DLC) Terminator Resistor Page 239 Important: This bulletin does NOT apply to 2006 vehicles built AFTER the VIN breakpoints listed above. Refer to applicable diagnostics in SI for those vehicles that exhibit this condition. Remove the OnStar(R) fuse from the fuse box, wait five minutes and reinstall the fuse. (For Saturn VUE vehicles, remove the "INT LTS" fuse from the I/P fuse block for five minutes, then reinstall the fuse.) If the OnStar(R) system DOES NOT return to normal functionality, then follow the diagnostics in SI for this condition. If the OnStar(R) system DOES return to normal functionality, perform the following steps: 1. Install the Tech 2(R) and determine what generation hardware and software ID is in the vehicle. 2. If the vehicle is equipped with Generation 5 hardware and a software version 146, the VCIM should have the B1000 reprogramming performed as described in Corporate Bulletin Number 04-08-46-004A. The system should be tested and if the concern returns, the VCIM should be replaced. 3. If Gen 5 with a software version OTHER than 146 or Gen 6 and above, the VCIM needs to be replaced and the system reconfigured. Refer to the current version of Corporate Bulletin 03-08-46-004 for details on how to order a new VCIM. Important: As with any OnStar(R) VCIM replacement, the OnStar(R) system must be reconfigured after replacement. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Specifications Temperature vs Resistance - Engine Coolant Temperature (ECT) Sensor Page 4624 Important: When reusing the fan motor tape off the front and rear entry points of the fan motor before drilling the rivets. Center punch each of the rivets (1) from the rear of the motor. 5. Drill the head of the rivets (1) from the fan motor using a 6.35 mm (0.25 inch) drill bit. 6. Tap the rivets out of the fan shroud. 7. Remove the fan motor from the fan shroud. 8. Important: Blow off any excess debris from the fan motor. Remove the tape covering the entry points from the fan motor. Installation Procedure Page 9368 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2796 Description and Operation Fuel Rail: Description and Operation FUEL RAIL ASSEMBLY The fuel rail assembly attaches to the engine intake manifold. The fuel rail assembly performs the following functions: - Positions the injectors (2) in the intake manifold - Distributes fuel evenly to the injectors - Integrates the fuel pressure regulator with the fuel metering system Page 8978 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8303 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3761 Low Tire Pressure Indicator: Description and Operation TIRE PRESSURE MONITOR SYSTEM Your vehicle may have a Tire Pressure Monitor System (TPMS). This system uses radio and sensor technology to check tire pressure levels. If your vehicle has this feature, sensors are mounted onto each tire and wheel assembly, except for the spare tire. The TPMS sensors monitor the air pressure in your vehicle's tires and transmit tire pressure readings to a receiver located in the vehicle. Each tire, including the spare (if provided), should be checked monthly when cold and inflated to the inflation pressure recommended by the vehicle manufacturer on the vehicle placard or tire inflation pressure label. (If your vehicle has tires of a different size than the size indicated on the vehicle placard or tire inflation pressure label, you should determine the proper inflation pressure for those tires.) As an added safety feature, your vehicle has been equipped with a tire pressure monitoring system (TPMS) that illuminates a low tire pressure telltale when one or more of your tires is significantly under-inflated. Accordingly, when the low tire pressure telltale illuminates, you should stop and check your tires as soon as possible, and inflate them to the proper pressure. Driving on a significantly under-inflated tire causes the tire to overheat and can lead to tire failure. Under-inflation also reduces fuel efficiency and tire tread life, and may affect the vehicle's handling and stopping ability. Please note that the TPMS is not a substitute for proper tire maintenance, and it is the driver's responsibility to maintain correct tire pressure, even if under-inflation has not reached the level to trigger illumination of the TPMS low tire pressure telltale. When a low tire pressure condition is detected, the TPMS will illuminate the low tire pressure warning symbol on the instrument panel cluster, and at the same time a message to check the pressure in a specific tire will appear on the Driver Information Center (DIC) display. The low tire pressure warning symbol on the instrument panel cluster and the check tire pressure message will appear at each ignition cycle until the tires are inflated to the correct inflation pressure. Using the DIC, tire pressure levels can be viewed by the driver. The tire pressure warning light may come on in cool weather when the vehicle is first started, and then turn off as you start to drive. This may be an early indicator that the air pressure in the tire(s) are getting low and need to be inflated to the proper pressure. A tire and Loading Information label, attached to your vehicle, shows the size of your vehicle's original equipment tires and the correct inflation pressure for your vehicle's tires when they are cold. Your vehicle's TPMS system can warn you about a low tire pressure condition but it does not replace normal tire maintenance. NOTICE: Do not use a tire sealant if your vehicle has Tire Pressure Monitors. The liquid sealant can damage the tire pressure monitor sensors. The TPMS will not function properly if one or more of the TPMS sensors are missing or inoperable. If the system detects a missing or inoperable sensor, an error message SERVICE TIRE MONITOR SYSTEM will be shown on the DIC display. If you have replaced a tire/wheel assembly without transferring the TPMS sensors, the error message will be displayed. Once you re-install the TPMS sensors, the error message should go off. See your GM dealer for service if all TPMS sensors are installed and the error message comes on and stays on. TPMS SENSOR IDENTIFICATION CODES Each TPMS sensor has a unique identification code. Any time you replace one or more of the TPMS sensors or rotate the vehicle's tires, the identification codes will need to be matched to the new tire/wheel position. The sensors are matched, to the tire/wheel positions, in the following order: driver's side front tire, passenger's side front tire, passenger's side rear tire, and driver's side rear tire using a TPMS diagnostic tool. The TPMS sensors may also be matched to each tire/wheel position by increasing or decreasing the tire's air pressure. When increasing the tire's pressure, do not exceed the maximum inflation pressure indicated on the tire's sidewall. You will have two minutes to match each tire and wheel position. If it takes longer than two minutes to match any tire and wheel position, the matching process stops and you will need to start over. The TPMS matching process is outlined below: 1. Set the parking brake. 2. Turn the ignition switch to "RUN" with the engine off. 3. Using the DIC, press the vehicle information button until the "LEARN TIRE POSITIONS" message displays. Page 10592 Tighten the transaxle mount lower nuts to 63 Nm (46 ft. lbs.). 3. Lower the transaxle so the transaxle mount studs install into the transaxle bracket. 4. Notice: Refer to Fastener Notice in Service Precautions. Install the transaxle mount upper nuts to the transaxle mount. Tighten the transaxle mount upper nuts to 47 Nm (35 ft. lbs.). 5. Remove the transmission jack from the transaxle. 6. Install left inner splash shield. 7. Install the left wheel and tire assembly. 8. Lower the vehicle. Page 6586 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4244 23. Connect the EVAP canister purge solenoid electrical connector (1). 24. Connect the chassis EVAP line quick connect fitting to the purge solenoid. 25. Connect the ETC electrical connector (2). 26. Connect the MAP sensor electrical connector (1). 27. Install the fuel feed and EVAP line clip to the MAP sensor bracket. Page 5740 Page 39 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11847 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11832 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 11632 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 8822 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Locations Transmission Speed Sensor: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 4129 5. Remove the A/C compressor rear bolt. 6. Reposition the A/C compressor. 7. Remove the engine mount strut bracket to engine lower bolts. 8. Lower the vehicle. 9. Remove the engine mount strut bracket to engine upper bolt. 10. Remove the engine mount strut bracket. Installation Procedure Page 2674 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 1718 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Diagrams Ignition Control Module (ICM) Page 7653 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5541 Page 1285 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 3545 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 5049 Disclaimer Page 6769 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6755 Page 6265 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9560 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 1082 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 1202 Engine Control Module: Connector Views Engine Control Module (ECM) C1 (Part 1) Page 9172 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Diagrams Circuit Breaker: Diagrams Circuit Breaker #1 Page 8173 15. Disconnect the EVAP (4) line from the fuel tank EVAP line (1). 16. Remove the EVAP line. INSTALLATION PROCEDURE 1. Position the EVAP line. 2. Connect the EVAP (4) line to the fuel tank EVAP line (1). 3. Install the EVAP line to the retainer. 4. Close the fuel/brake line retainer (1). Page 2406 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10047 Page 4067 16. Loosen the valve rocker arm cover bolts. 17. Important: When removing the valve rocker arm cover, ensure the gasket stays in place attached to the cylinder head. Remove the valve rocker arm cover. If necessary, bump the end of the cover with the palm of your hand or a soft rubber mallet if the cover adheres to the cylinder head. 18. Cut the RTV in the channel where the intake, cylinder head and valve rocker arm cover meet with a suitable tool. 19. Remove the valve cover gasket. 20. Clean the sealing surface on the cylinder head with degreaser. Installation Procedure Important: All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (Canadian P/N 10953463) or equivalent, to clean the surfaces. 1. Install a NEW valve rocker arm cover gasket into the groove in the valve rocker arm cover. Ensure that the gasket is properly seated in the groove of the valve rocker arm cover. 2. Apply sealant GM P/N 12378521 (Canadian P/N 88901148) or equivalent, at the cylinder head to the surfaces where the cylinder head and intake manifold meet (1). Page 8827 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9268 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6038 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2720 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 10440 Shift Solenoid: Connector Views 1-2 Shift Solenoid Valve Connector, Wiring Harness Side 2-3 Shift Solenoid Valve Connector, Wiring Harness Side Page 7980 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2735 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7596 Page 8743 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2456 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor: Diagrams Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor (WSS) - LF Reverse Lockout Solenoid Wheel Speed Sensor (WSS) - LF Wheel Speed Sensor (WSS) - LF Page 12840 Step 1 - Step 7 Page 4237 16. Disconnect the intake manifold tuning valve electrical connector. 17. Remove the air cleaner outlet duct. 18. Disconnect the left side spark plug wires from the spark plugs. 19. Disconnect the left side spark plug wires from the ignition coil. 20. Disengage the spark plug wire retainer clips from the intake manifold bracket and the heater inlet/outlet hose/pipe bracket. 21. Remove the left side spark plug wires. Page 3065 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Remove the air cleaner outlet duct, if required. 2. Remove the intake manifold cover, if required. 3. Remove the left side spark plug wires from the spark plugs, if required. Tire Pressure Monitor - TPM System Message/Service Tips Low Tire Pressure Indicator: Technical Service Bulletins Tire Pressure Monitor - TPM System Message/Service Tips # 09-03-16-002A: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information - (Apr 27, 2010) Subject: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information Models: 2006-2011 Cars and Light Duty Trucks (Including Saturn and Saab) 2006-2010 HUMMER H2, H3 ATTENTION The information found in this bulletin is to be used as a dealership service consultant procedures for customers coming into the service lane with an illuminated "low tire light" or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. Maintaining proper tire pressures is an Owner's Maintenance item and is not covered under warranty. This bulletin is being revised to add model years and update additional bulletin reference information. Please discard Corporate Bulletin Number 09-03-16-002 (Section 03 -- Suspension). Customer Concerns and Confusion with the Tire Pressure Monitoring (TPM) System The following procedure should be used by dealership service consultants when a customer comes into the service drive with a "low tire light" on or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. The service consultant should perform the following steps: Procedure Turn the key to ON, without starting the engine. ^ If the low tire light comes on and stays on solid with a check tire pressure/low tire pressure/add air to tire message (on vehicles equipped with DIC), advise the customer: - The system is working properly. - Properly adjusting all tire air pressures to the recommended levels and driving the vehicle will turn the light off (refer to the Tire and Loading Information label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". ^ If the Tire Pressure Monitor (TPM) light blinks for one minute then stays on solid with a service tire monitor system message (on vehicles equipped with DIC): - A TPM system problem exists. The vehicle should be written up accordingly and sent to your service department for further DTC diagnosis and service. - If dashes (--) are displayed in only one or two of the tire pressure readouts, it is likely caused by a previous TPM system relearn that was performed incorrectly due to interference from another vehicle's TPM system during the relearn process (refer to the Important statement later in this bulletin regarding TPM relearn with a Tech 2(R)). - If dashes (--) are displayed in all four of the tire pressure readouts, there is a system problem. Follow the appropriate SI service procedures. ^ If a customer indicates the low tire light comes on for a few minutes when the vehicle is started, then goes off after driving a while, advise the customer: - The system is working properly. - Most likely, air pressure in one or more of the tires is low enough to turn the light on when tires are cold. After driving for a while, tires will heat Page 5124 Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch (TCC) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the torque converter clutch (TCC) solenoid electrical connector. 3. Remove the TCC solenoid retaining clip (314) 4. Remove the TCC solenoid (315). Installation Procedure 1. Install the TCC solenoid (315). 2. Install the TCC solenoid retaining clip (314). 3. Connect the TCC solenoid electrical connector. 4. Install the case side cover. Page 3693 Fuse Block - Underhood - Bottom View Page 3505 Page 3081 Disclaimer Page 6301 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7707 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 10045 Page 10717 5. Remove the housing (1) from the tripot joint spider and the halfshaft bar (2). Campaign - Power Steering Hose Leak Technical Service Bulletin # 09132C Date: 110303 Campaign - Power Steering Hose Leak CUSTOMER SATISFACTION Bulletin No.: 09132C Date: March 03, 2011 Subject: 09132C - Power Steering Hose Leak Models: 2006 Chevrolet Impala, Monte Carlo (V6 & V8 Engine) 2005-2006 Pontiac Grand Prix (V8 Engine) Supercede: The expiration date of this bulletin is being extended to February 28, 2013. Discard all copies of bulletin 09132B, issued March 2010. *****THIS PROGRAM IS IN EFFECT UNTIL FEBRUARY 28, 2013.***** Condition Certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine may have a condition in which the power steering cooler line may leak or split. When these vehicles are started in cold weather, the pressure on the hose is substantially higher than in warmer weather and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, or replace a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Involved are certain 2006 model Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005 and 2006 model year Pontiac Grand Prix vehicles equipped with a V8 engine, and built within these VIN breakpoints: Important Dealers are to confirm vehicle eligibility prior to beginning repairs by using Investigate Vehicle History. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided to dealers through the GM GlobalConnect Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information Parts required to complete this program are to be obtained from General Motors Customer Care and Aftersales. Please refer to your "involved vehicles listing" before ordering parts. Normal orders should be placed on a DRO = Daily Replenishment Order. In an emergency situation, parts should be ordered on a CSO = Customer Special Order. Page 1069 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 5713 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 12250 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5968 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 5836 Page 1808 Page 3437 Brake Bleeding: Service and Repair Hydraulic Brake System Bleeding Manual Hydraulic Brake System Bleeding (Manual) Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: When adding fluid to the brake master cylinder reservoir, use only Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. The use of any type of fluid other than the recommended type of brake fluid, may cause contamination which could result in damage to the internal rubber seals and/or rubber linings of hydraulic brake system components. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Place a clean shop cloth beneath the brake master cylinder to prevent brake fluid spills. 2. With the ignition OFF and the brakes cool, apply the brakes 3-5 times, or until the brake pedal effort increases significantly, in order to deplete the brake booster power reserve. 3. If you have performed a brake master cylinder bench bleeding on this vehicle, or if you disconnected the brake pipes from the master cylinder, you must perform the following steps: 1. Ensure that the brake master cylinder reservoir is full to the maximum-fill level. If necessary, add Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. If removal of the reservoir cap and diaphragm is necessary, clean the outside of the reservoir on and around the cap prior to removal. 2. With the rear brake pipe installed securely to the master cylinder, loosen and separate the front brake pipe from the front port of the brake master cylinder. 3. Allow a small amount of brake fluid to gravity bleed from the open port of the master cylinder. 4. Reconnect the brake pipe to the master cylinder port and tighten securely. 5. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 6. Loosen the same brake pipe to purge air from the open port of the master cylinder. 7. Tighten the brake pipe, then have the assistant slowly release the brake pedal. 8. Wait 15 seconds, then repeat steps 3.3-3.7 until all air is purged from the same port of the master cylinder. 9. With the front brake pipe installed securely to the master cylinder, after all air has been purged from the front port of the master cylinder, loosen and separate the rear brake pipe from the master cylinder, then repeat steps 3.3-3.8. 10. After completing the final master cylinder port bleeding procedure, ensure that both of the brake pipe-to-master cylinder fittings are properly tightened. 4. Fill the brake master cylinder reservoir with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. Ensure that the brake master cylinder reservoir remains at least half-full during this bleeding procedure. Add fluid as needed to maintain the proper level. Clean the outside of the reservoir on and around the reservoir cap prior to removing the cap and diaphragm. 5. Install a proper box-end wrench onto the RIGHT REAR wheel hydraulic circuit bleeder valve. 6. Install a transparent hose over the end of the bleeder valve. 7. Submerge the open end of the transparent hose into a transparent container partially filled with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 8. Have an assistant slowly depress the brake pedal fully and maintain steady pressure on the pedal. 9. Loosen the bleeder valve to purge air from the wheel hydraulic circuit. 10. Tighten the bleeder valve, then have the assistant slowly release the brake pedal. 11. Wait 15 seconds, then repeat steps 8-10 until all air is purged from the same wheel hydraulic circuit. 12. With the right rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the right rear hydraulic circuit, install a proper box-end wrench onto the LEFT FRONT wheel hydraulic circuit bleeder valve. 13. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 14. With the left front wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left front hydraulic circuit, install a proper box-end wrench onto the LEFT REAR wheel hydraulic circuit bleeder valve. 15. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 16. With the left rear wheel hydraulic circuit bleeder valve tightened securely, after all air has been purged from the left rear hydraulic circuit, install a proper box-end wrench onto the RIGHT FRONT wheel hydraulic circuit bleeder valve. 17. Install a transparent hose over the end of the bleeder valve, then repeat steps 7-11. 18. After completing the final wheel hydraulic circuit bleeding procedure, ensure that each of the 4 wheel hydraulic circuit bleeder valves are properly tightened. 19. Fill the brake master cylinder reservoir to the maximum-fill level with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 20. Slowly depress and release the brake pedal. Observe the feel of the brake pedal. 21. Important: If it is determined that air was induced into the system upstream of the ABS modulator prior to servicing, the ABS Automated Bleed Procedure must be performed. Page 4921 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 10245 Fluid Line/Hose: Service and Repair Transmission Fluid Cooler Connector Replacement Transmission Fluid Cooler Connector Replacement Removal Procedure 1. Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to prevent damage or wear which may cause fluid loss. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position a drain pan under the vehicle. 3. Remove the transaxle oil cooler hoses from the transaxle oil cooler fittings. 4. Remove the transaxle oil cooler fittings (28, 29) from the transaxle. Installation Procedure 1. Notice: Refer to Fastener Notice in Service Precautions. Important: The correct thread engagement is critical. Crossthreaded fittings can achieve proper tightness and still leak. Install the transaxle oil cooler fittings (28, 29) to the transaxle. Tighten the fittings to 38 Nm (28 ft. lbs.). 2. Install the transaxle oil cooler hoses to the transaxle oil cooler fittings. 3. Lower the vehicle. 4. Notice: Refer to Transmission Overfill Notice in Service Precautions. Adjust the fluid level. 5. Inspect for fluid leaks. 6. Remove the drain pan from under the vehicle. Page 8881 Specifications Crankshaft: Specifications Connecting Rod Journal Diameter ........................................................................................................................ 57.122 - 57.138 mm (2.248 - 2.249 inch) Connecting Rod Journal Out - of - Round ....................................................................................................................................... 0.005 mm (0.0002 inch) Connecting Rod Journal Taper ........................................................................................................................................................ 0.005 mm (0.0002 inch) Connecting Rod Journal Width ................................................................................................................................. 21.92 - 22.08 mm (0.863 - 0.869 inch) Crankshaft End Play .............................................................................................................................................. 0.060 0.210 mm (0.0024 - 0.0083 inch) Crankshaft Main Bearing Journal Width ....................................................................................................................... 23.9 - 24.1 mm (0.941 0.949 inch) Crankshaft Main Journal Diameter ................................................................................................................... 67.239 - 67.257 mm (2.6473 - 2.6483 inch) Crankshaft Main Journal Out - of - Round ...................................................................................................................................... 0.005 mm (0.0002 inch) Crankshaft Main Journal Taper ....................................................................................................................................................... 0.005 mm (0.0002 inch) Crankshaft Rear Flange Runout ......................................................................................................................................................... 0.04 mm (0.0016 inch) M/T - Hydraulic Clutch Bleeding Procedure Improvement Clutch Hydraulic System: Technical Service Bulletins M/T - Hydraulic Clutch Bleeding Procedure Improvement Bulletin No.: 01-07-31-002B Date: November 01, 2006 INFORMATION Subject: Improved Bleeding Procedure for Hydraulic Clutch Release System Models: 2007 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2007 and Prior Chevrolet and GMC 6-7F T-Series Medium Duty Tilt Cab Models 2007 and Prior Isuzu F-Series Medium Duty Tilt Cab Models 2006-2007 HUMMER H3 Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 01-07-31-002A (Section 07 - Transmission/Transaxle). This bulletin is being issued to inform dealers of an improved procedure to aid in the ease of bleeding the clutch hydraulic system for the above listed vehicles. This procedure can be used anytime air is introduced into the hydraulic system. Following this procedure may also reduce the number of unnecessary parts replaced for low clutch pedal reserve and high shift effort. Verify that all the lines and fittings are dry and secure. Clean the dirt and grease from the reservoir cap in order to ensure that no foreign substances enter the system. Remove the reservoir cap. Fill the reservoir to the proper level with the required fluid. Attach the J 43485 (Adapter) to the J 35555 (Mity Vac), or equivalent. Brake fluid will deteriorate the rubber on J 43485. Use a clean shop cloth to wipe away the fluid after each use. Place and hold the adapter on the reservoir filler neck to ensure a tight fit. In some cases, the adapter will fit into the reservoir opening. Apply a vacuum of 51-68 kPa (15-20 hg) and remove the adapter. Refill the reservoir to the proper level. Repeat Steps 6 and 7. If needed, refill the reservoir and continue to pull a vacuum until no more bubbles can be seen in the reservoir or until the fluid level no longer drops. The vehicle will move if started in gear before the Actuator Cylinder is refilled and operational. Start the vehicle the first time in neutral to help prevent personal injury from vehicle movement and see if the transmission will shift easily into gear. Pump the clutch pedal until firm (to refill actuator cylinder). Add additional fluid if needed. Test drive vehicle to ensure proper operation. Disclaimer Page 3599 Page 7959 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 844 Page 9107 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 13171 5. Back off the wheel nut (1) and remove the washers (3). 6. Install the backing plate. 7. Install the rear wheel bearing/hub assembly. 8. Install the tire and wheel assembly. 9. Lower the vehicle. Page 10538 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 9960 Page 12163 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11120 ^ Damage to the pistons (phenolic) 14. Clean the brake caliper assembly with denatured alcohol. 15. Dry with filtered, lubricated compressed air. Assembly Procedure 1. Important: When applying the clean brake fluid to the piston bores and pistons, only apply the brake fluid to one bore at a time. This is done to ensure that the brake caliper, seals and pistons DO NOT become contaminated with dirt or other foreign material. Apply a small amount of clean DOT-3 brake fluid to the piston, piston seal, and piston bore. 2. Install the piston seal in the brake caliper. 3. Install the dust seal on the piston. Page 8534 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 11466 Page 335 Method 3 The Gen 6.1 version of OnStar(R) does not require the use of the Service Programming System (SPS) to change the voice recognition system. However, there are three ways to change the language. Disclaimer Page 9334 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8068 Page 8578 14. Connect the fuel feed line (1) to the fuel rail. 15. Position and install the brake master cylinder. 16. Install the air cleaner outlet duct. 17. Install the fuel fill cap. 18. Connect the negative battery cable. 19. Perform the following steps to inspect for leaks: 1. Turn ON the ignition for 2 seconds. 2. turn OFF the ignition for 10 seconds. 3. Turn ON the ignition. 4. Inspect the system for leaks. 20. Install the intake manifold cover. Page 2407 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2852 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 3487 Disclaimer Page 5594 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8800 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2096 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Locations Transmission Speed Sensor: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 6424 Page 12169 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 2602 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 8637 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 6451 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 2108 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 1196 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The IPC displays the selected gear position as determined by the ECM/PCM. The IPC receives a GMLAN message from the ECM/PCM indicating the gear position. The PRNDL display blanks if: - The ECM/PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the ECM/PCM. Page 9171 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4501 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6796 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7477 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 12421 1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies. 3. Remove the strut from the vehicle. 4. Place the strut in a vise and file the upper strut-to-knuckle hole lateral - oblong. Compare the appearance of the holes before filing (2) with after filing (3). Installation Procedure 1. Notice: Refer to Fastener Notice. Install the strut to the vehicle. Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle. 2. Install the tire and wheel assemblies. 3. Adjust the camber (1). Tighten the strut-to-knuckle bolts to 120 Nm (89 ft. lbs.). 4. Lower the vehicle. Rear Toe Adjustment Page 4552 Page 1813 Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON Wheels: Customer Interest Tires/Wheels - Tire Slowly Goes Flat/Warning Light ON TECHNICAL Bulletin No.: 08-03-10-006C Date: April 27, 2010 Subject: Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat) Models: 2000-2011 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 08-03-10-006B (Section 03 - Suspension). Condition Some customers may comment on a tire that slowly loses air pressure over a period of days or weeks. Cause Abrasive elements in the environment may intrude between the tire and wheel at the bead seat. There is always some relative motion between the tire and wheel (when the vehicle is driven) and this motion may cause the abrasive particles to wear the wheel and tire materials. As the wear continues, there may also be intrusion at the tire/wheel interface by corrosive media from the environment. Eventually a path for air develops and a 'slow' leak may ensue. This corrosion may appear on the inboard or outboard bead seating surface of the wheel. This corrosion will not be visible until the tire is dismounted from the wheel. Notice This bulletin specifically addresses issues related to wheel bead seat corrosion that may result in an air leak. For issues related to porosity of the wheel casting that may result in an air leak, please refer to Corporate Bulletin Number 05-03-10-006F - Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Correction In most cases, this type of air loss can be corrected by following the procedure below. Important DO NOT replace a wheel for slow air loss unless you have evaluated and/or tried to repair the wheel with the procedure below. Notice The repair is no longer advised or applicable for chromed aluminum wheels. 1. Remove the wheel and tire assembly for diagnosis. Refer to Tire and Wheel Removal and Installation in SI. 2. After a water dunk tank leak test, if you determine the source of the air leak to be around the bead seat of the wheel, dismount the tire to examine the bead seat. Shown below is a typical area of bead seat corrosion.Typical Location of Bead Seat Corrosion Page 3219 5. Measure 25 mm (1 in) from both ends of new power steering hose. 6. Mark the new power steering hose measurements with a white or yellow marker as shown in illustration. 7. Apply GM Super Lube(R), P/N 12346241, or equivalent to the inside ends of the new power steering hose. 8. Slide the new clamps onto the new power steering hose. 9. Install the new power steering hose. 10. Position the power steering hose clamps between the white or yellow measurement lines created in Step 6 and the end of the new hose. Ensure the clamp is NOT placed over the hard line flare. 11. Tighten the clamps until the torque cap breaks off of the clamp. 12. Clean the fluid from the underbody of the vehicle. 13. Lower the vehicle. 14. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to the Checking and Adding Power Steering Fluid procedure in SI. V8 Engine Note The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. Page 7075 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Page 2564 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 8821 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 8229 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Release the spring clamps on top of the air cleaner housing. 3. Remove the air cleaner housing cover. 4. Remove the air filter element. INSTALLATION PROCEDURE 1. Install a NEW air filter element. 2. Install the air cleaner housing cover. 3. Engage the spring clamps on top of the air cleaner housing. 4. Install the air cleaner outlet duct. Page 781 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5871 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 10707 17. Remove the inner race (1) from the cage (2) by rotating the inner race (1) upward. 18. Clean the following items thoroughly with cleaning solvent. Remove all traces of old grease and any contaminates. ^ The inner and outer race assemblies ^ The CV joint cage ^ The chrome alloy balls 19. Dry all the parts. 20. Check the CV joint assembly for the following items: ^ Unusual wear ^ Cracks ^ Damage 21. Replace any damaged parts. 22. Clean the halfshaft bar. Use a wire brush to remove any rust in the seal mounting area (grooves). Assembly Procedure 1. Install the new swage ring (2) on the neck of the outboard seal (1). Do not swage. 2. Slide the outboard seal (1) onto the halfshaft bar and position the neck of the outboard seal (1) in the seal groove on the halfshaft bar. The largest groove below the sight groove on the halfshaft bar is the seal groove (3). Page 13019 degradation. Important Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Disclaimer Page 1352 Engine - GM dexos 1 and dexos 2(R) Oil Specifications Engine Oil: Technical Service Bulletins Engine - GM dexos 1 and dexos 2(R) Oil Specifications INFORMATION Bulletin No.: 11-00-90-001 Date: March 14, 2011 Subject: Global Information for GM dexos1(TM) and GM dexos2(TM) Engine Oil Specifications for Spark Ignited and Diesel Engines, Available Licensed Brands, and Service Fill for Adding or Complete Oil Change Models: 2012 and Prior GM Passenger Cars and Trucks Excluding All Vehicles Equipped with Duramax(TM) Diesel Engines GM dexos 1(TM) Information Center Website Refer to the following General Motors website for dexos 1(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 1(TM) Engine Oil Trademark and Icons The dexos(TM) specification and trademarks are exclusive to General Motors, LLC. Only those oils displaying the dexos‹›(TM) trademark and icon on the front label meet the demanding performance requirements and stringent quality standards set forth in the dexos‹›(TM) specification. Look on the front label for any of the logos shown above to identify an authorized, licensed dexos 1(TM) engine oil. GM dexos 1(TM) Engine Oil Specification Important General Motors dexos 1(TM) engine oil specification replaces the previous General Motors specifications GM6094M, GM4718M and GM-LL-A-025 for most GM gasoline engines. The oil specified for use in GM passenger cars and trucks, PRIOR to the 2011 model year remains acceptable for those previous vehicles. However, dexos 1(TM) is backward compatible and can be used in those older vehicles. In North America, starting with the 2011 model year, GM introduced dexos 1(TM) certified engine oil as a factory fill and service fill for gasoline engines. The reasons for the new engine oil specification are as follows: - To meet environmental goals such as increasing fuel efficiency and reducing engine emissions. - To promote long engine life. - To minimize the number of engine oil changes in order to help meet the goal of lessening the industry's overall dependence on crude oil. dexos 1(TM) is a GM-developed engine oil specification that has been designed to provide the following benefits: - Further improve fuel economy, to meet future corporate average fuel economy (CAFE) requirements and fuel economy retention by allowing the oil to maintain its fuel economy benefits throughout the life of the oil. - More robust formulations for added engine protection and aeration performance. Page 9074 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 1982 Diagrams Vehicle Speed Sensor Connector, Wiring Harness Side Page 6955 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 8546 Page 8268 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 11010 Control Module: Service and Repair Transmission Control Module (TCM) Replacement Transmission Control Module Page 8724 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9717 Transmission Speed Sensor: Service and Repair Input Speed Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the input speed sensor electrical connector. 3. Remove the input speed sensor retaining clip (441). 4. Remove the input speed sensor (440). 5. Inspect the input speed sensor (440) for the following conditions: ^ Damaged or missing magnet ^ Damaged housing ^ Bent or missing electrical terminals ^ Damaged speed sensor clip (441) Installation Procedure 1. Install the input speed sensor (440). 2. Install the input speed sensor retaining clip (441). 3. Connect the input speed sensor electrical connector. 4. Install the case side cover. Page 11625 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF).................................................................................................. ..............................................345-414 kPa (50-60 psi) Page 5424 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Electrical - Intermittent MIL/DTC P2138/Reduced Power Multiple Junction Connector: All Technical Service Bulletins Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Page 5161 LF Of The Engine Compartment Tires - Slight/Mild Edge Feathering Information Tires: Technical Service Bulletins Tires - Slight/Mild Edge Feathering Information INFORMATION Bulletin No.: 07-03-10-008B Date: August 13, 2009 Subject: Information on Slight or Mild Tire Feathering and Recommended Practices (Normal Tire Wear Condition) Models: 2006-2010 GM Passenger Cars and Light Duty Trucks (including Saturn) 2006-2010 HUMMER H2, H3 2006-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 07-03-10-008A (Section 03 - Suspension). This bulletin provides information regarding the normal tire wear condition of slight or mild tire feathering and recommended practices. If a vehicle comes into a dealership with a concern of slight or mild feathering-type wear on the tires, review with the customer their past tire rotation history. Tires should be rotated every 8,000 to 13,000 km (5,000 to 8,000 mi) for applicable vehicles with tires where a tire rotation is possible or recommended. Refer to Corporate Bulletin Number 05-03-10-015B for information on tire rotation for vehicles with different front/rear tire/wheel sizes. SOME TIRE FEATHERING IS A NORMAL PART OF TIRE WEAR AND THROUGH PROPER TIRE ROTATION AND INFLATION, THIS TIRE WEAR CAN BE MINIMIZED AND TIRE LIFE MAXIMIZED. If the customer has not rotated the tires within the last 8,000 to 13,000 km (5,000 to 8,000 mi), a tire rotation in the modified X-pattern is necessary to clean-up the feathering, rather than placing the vehicle on the alignment machine. Disclaimer Page 10254 Raise and support the vehicle. Refer to Vehicle Lifting. 2. Position a drain pan under the vehicle. 3. Remove the transaxle oil cooler hoses from the transaxle oil cooler fittings. 4. Remove the transaxle oil cooler fittings (28, 29) from the transaxle. Installation Procedure 1. Notice: Refer to Fastener Notice in Service Precautions. Important: The correct thread engagement is critical. Crossthreaded fittings can achieve proper tightness and still leak. Install the transaxle oil cooler fittings (28, 29) to the transaxle. Tighten the fittings to 38 Nm (28 ft. lbs.). 2. Install the transaxle oil cooler hoses to the transaxle oil cooler fittings. 3. Lower the vehicle. 4. Notice: Refer to Transmission Overfill Notice in Service Precautions. Adjust the fluid level. 5. Inspect for fluid leaks. 6. Remove the drain pan from under the vehicle. Automatic Transmission Radiator Oil Cooler Connector Replacement Automatic Transmission Radiator Oil Cooler Connector Replacement Removal Procedure 1. Drain the cooling system. 2. Remove the transaxle oil cooler hoses from the oil cooler fittings on the radiator. Page 12524 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Page 7540 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11802 Conversion - English/Metric (Part 1) Page 9625 Page 5081 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Heated Oxygen Sensor Replacement - Position 1 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 1 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 1 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Remove the connector position assurance (CPA) retainer (3). 2. Disconnect the heater oxygen sensor (HO2S) electrical connector (2). 3. Remove the oxygen sensor electrical connector from the ignition coil bracket. 4. Remove the HO2S from the exhaust manifold. INSTALLATION PROCEDURE Diagrams Engine Oil Level Switch Page 7016 Engine Control Module: Description and Operation Electronic Ignition (EI) System ENGINE CONTROL MODULE (ECM) The engine control module (ECM) controls all ignition system functions, and constantly corrects the basic spark timing. The ECM monitors information from various sensor inputs that include the following: - The throttle actuator control (TAC) system - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 9164 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 7618 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Locations Transmission Speed Sensor: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 6896 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 13221 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 12243 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 12687 Power Steering Pump: Locations Power Steering Pump Disassembled View (CB Series Pump) Power Steering Pump 1 - Hydraulic Pump Reservoir Assembly (Typical) 2 - Reservoir Capstick Assembly 3 - O-Ring Seal 4 - Flow Control Spring 5 - Control Valve Assembly 6 - O-Ring Seal 7 - O-Ring Union Fitting 8 Hydraulic Pump Housing Assembly 9 - Reservoir Retaining Clip (RH) 10 - Reservoir Retaining Clip (LH) Page 7821 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8649 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1707 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Diagrams Engine Oil Pressure (EOP) Sensor Page 4668 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 13210 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11695 Page 7879 4. Remove the engine oil pressure sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil pressure sensor. Tighten the sensor to 16 Nm (12 ft. lbs.). Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Page 800 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2702 Page 6553 Disclaimer Page 10107 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 591 Page 5500 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 1193 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 892 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 7076 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7431 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9557 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8835 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 58 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Specifications Fluid Pan: Specifications Fluid Pan Tighten the bolts to .............................................................................................................................. ................................................ 14 Nm (10 ft. lbs.) Page 12716 If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 16. Install the connector to the sensor. 17. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A flush rotor flange cuff (4) ^ An alignment mark (3) for installation 18. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 19. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 20. Install the connector to the sensor. 21. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A flush rotor flange cuff (5) ^ An alignment mark (4) for installation ^ A foam ring (6) 22. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 23. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. Page 8344 Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE). Training (Canada) To access the training video on AFIT, take the following path at the GMPro LMS Training Website: 1. After logging into the website, choose the link on the left side of the page titled "Catalog." 2. Then choose "Catalog Search." 3. Next, within the search box, Select Course Number - Contains - "T" then select search. 4. This will bring up a list of TECHassist courses. Scroll through to choose "Active Fuel Injector Tester" and select "View." 5. At this point, a new window will open and the program can be Launched. Also, dealers can now download software updates for the AFIT at GM Dealer Equipment (GMDE). Techlink Additional information can be found on AFIT (June 2006 Edition) and GM Upper Engine and Fuel Injector Cleaner (November 2006 Edition) in Techlink. To access the articles, take the following path: 1. Go to GM DealerWorld (U.S.) or the GM GlobalConnect (Canada). 2. Click on the Service Tab in DealerWorld (in Canada, click Technican Resources in the Service Library of GM GlobalConnect). 3. Click on the GM Techlink Hyperlink. 4. Click on the Archives Hyperlink at GM Techlink. - Click on 06-2006 in the Archives Section and Click on the Active Fuel Injector Tester Link in the June 2006 Techlink Article. - Click on 11-2006 in the Archives Section and Click on the GM Top Engine Cleaner Replaced Link in the November 2006 Techlink Article. Injector Cleaning Procedure Notice GM UPPER ENGINE AND FUEL INJECTOR CLEANER is the only injector cleaning agent recommended. DO NOT USE OTHER CLEANING AGENTS AS THEY MAY CONTAIN METHANOL, WHICH CAN DAMAGE FUEL SYSTEM COMPONENTS. Under NO circumstances should the GM Upper Engine and Fuel Injector Cleaner be added to the vehicle fuel tank. Do not exceed the recommended cleaning solution concentration. Testing has demonstrated that exceeding the recommended cleaning solution concentration does not improve the effectiveness of this procedure. Important Vehicles with less than 160 km (100 mi) on the odometer should not have the injectors cleaned. These vehicles should have any out of specification injectors replaced. 1. For 4, 5 and 6 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A - Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) mixed with 420 ml (14 oz) of regular unleaded gasoline. 2. For 8 cylinder engines, empty two of the 30 ml (1 oz) reservoirs of the GM Upper Engine and Fuel Injector Cleaner container into the J 35800-A Injector Cleaning Tank then add 420 ml (14 oz) of regular unleaded gasoline. If you are using any other brand of cleaning tank, you will need a total of 60 ml (2 oz) of Upper Engine and Fuel Injector Cleaner mixed with 420 ml (14 oz) of regular unleaded gasoline. This procedure will need to be repeated for a second time for an 8 cylinder engine (8 cylinder engines receive 960 ml total fluid 120 ml (4 oz) of Upper Engine and Fuel Injector Cleaner and 840 ml (28 oz) of gasoline. 3. Be sure to follow all additional instructions provided with the tool. 4. Electrically disable the vehicle fuel pump by either removing the fuel pump fuse or the fuel pump relay and disconnecting the oil pressure switch connector, if equipped. Page 12555 5. Measure 25 mm (1 in) from both ends of new power steering hose. 6. Mark the new power steering hose measurements with a white or yellow marker as shown in illustration. 7. Apply GM Super Lube(R), P/N 12346241, or equivalent to the inside ends of the new power steering hose. 8. Slide the new clamps onto the new power steering hose. 9. Install the new power steering hose. 10. Position the power steering hose clamps between the white or yellow measurement lines created in Step 6 and the end of the new hose. Ensure the clamp is NOT placed over the hard line flare. 11. Tighten the clamps until the torque cap breaks off of the clamp. 12. Clean the fluid from the underbody of the vehicle. 13. Lower the vehicle. 14. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to the Checking and Adding Power Steering Fluid procedure in SI. V8 Engine Note The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. Page 10577 Disclaimer Page 5930 Page 8346 For vehicles repaired under warranty, use the table above. Disclaimer Page 12586 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Page 7935 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 5618 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 12471 Install the sensor nut and position the sensor body parallel to the inside wheel surface while torquing. Tighten the sensor nut to 7 Nm (62 inch lbs.). 5. Important: Before installing the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting: ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for outer bead. Install the tire on the wheel. 6. Install the tire/wheel assembly on the vehicle. 7. Lower the vehicle. OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 8269 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 5411 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7820 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 742 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 4568 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 7330 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7305 Page 6165 Page 10392 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 4071 Valve Cover: Service and Repair Valve Rocker Arm Cover Replacement - Right Valve Rocker Arm Cover Replacement - Right Removal Procedure 1. Remove the generator. 2. Disconnect the positive crankcase ventilation (PCV) fresh air tube from the air cleaner outlet duct. 3. Remove the PCV fresh air tube from the right side valve rocker arm cover. 4. Disconnect the left side spark plug wires from the ignition coil. Page 3294 Page 13204 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 8385 Page 5859 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 3778 Install the sensor nut and position the sensor body parallel to the inside wheel surface while torquing. Tighten the sensor nut to 7 Nm (62 inch lbs.). 5. Important: Before installing the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting: ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for outer bead. Install the tire on the wheel. 6. Install the tire/wheel assembly on the vehicle. 7. Lower the vehicle. Page 11701 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6696 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 884 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 5799 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2152 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Page 4273 Install the outer drive drum onto the mandrel (EN-481 08). Install the bearing, washer and the drive nut onto the threaded shaft. Refer to the above illustration. Using a wrench, turn the drive nut on the mandrel (EN-48108), which will push the seal into the engine block bore. Turn the wrench until the drive drum is snug and flush against the engine block. Refer to the above illustration. Loosen and remove the drive nut, washer, bearing and drive drum. Discard the protective nylon sleeve. Verify that the seal has seated properly. Use a flat-bladed screwdriver to remove the two attachment screws from the mandrel and remove the mandrel from the crankshaft hub. Refer to the above illustration. Install the engine flywheel. Refer to Engine Flywheel Replacement in SI or the appropriate Service Manual. Install the transmission. Refer to Transmission Replacement in SI or the appropriate Service Manual. Inspect for proper fluid levels. Inspect for leaks. Parts Information Service and Repair Radiator Drain Plug: Service and Repair Drain Cock Replacement Removal Procedure 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Unscrew the radiator drain cock from the radiator. 3. Remove the drain cock from the radiator side tank with a firm tug. 4. Remove the drain cock seal from the drain cock. Installation Procedure 1. Install the seal on the drain cock stem. 2. Install the drain cock. Make sure that the body is fully seated in the side tank of the radiator. 3. Screw the radiator drain cock in to the radiator. 4. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 8899 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 280 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 7205 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1037 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6146 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 277 Service and Repair Oil Filter Adapter: Service and Repair Oil Filter Adapter and Bypass Valve Assembly Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Disconnect the oil pressure sensor electrical connector (1). 3. Remove the oil filter. Page 8721 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 5856 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10377 Diagrams Variable Valve Timing Solenoid: Diagrams Intake Manifold Tuning (IMT) Valve Solenoid Camshaft Position (CMP) Actuator Solenoid Page 2815 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 2297 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 10474 3. Install the torque converter covers. 4. Install the torque converter cover bolts. Tighten the bolts to 10 Nm (89 inch lbs.) 5. Lower the vehicle. Page 2991 Figure 1: Full Tread View - "NORMAL" Tire "Feathering" Wear on the Shoulder/Adjacent/Center Ribs Figure 2: Tire Shoulder View Example 1 - "NORMAL" Tire "Feathering" Wear on the Shoulder Figure 3: Tire Shoulder View Example 2 - "NORMAL" Tire "Feathering" Wear Figure 4: Detail Side View of Tire Shoulder Area - "NORMAL" Tire "Feathering" Wear Important When a wheel alignment is deemed necessary for tire wear, be sure to document on the repair order, in as much detail as possible, the severity and type of tire wear (e.g., severe center wear or severe inside or outside shoulder wear) and the position of the tire on the vehicle (RF, LF, LR, RR). Please note the customer's concern with the wear such as, noise, appearance, wear life, etc. A field product report with pictures of the tire wear condition is recommended. Refer to Corporate Bulletin Number 02-00-89-002J and #07-00-89-036C. 4. Other repairs that affect wheel alignment; e.g., certain component replacement such as suspension control arm replacement, engine cradle adjustment/replace, steering gear replacement, steering tie rod replace, suspension strut/shock, steering knuckle, etc. may require a wheel alignment. Important If other components or repairs are identified as affecting the wheel alignment, policy calls for the wheel alignment labor time to be charged to the replaced/repaired component's labor operation time rather than the wheel alignment labor operations. Important Vibration type customer concerns are generally NOT due to wheel alignment except in the rare cases; e.g., extreme diagonal wear across the tread. In general, wheel alignments are NOT to be performed as an investigation/correction for vibration concerns. "Normal Operation" Conditions Vehicle Lead/Pull Due to Road Crown or Slope: As part of "Normal Operation," vehicles will follow side-to-side or left to right road crown or slope. Be sure to verify from the customer the types of roads they are driving as they may not recognize the influence of road crown on vehicle lead/pull and steering wheel angle. If a vehicle requires significant steering effort to prevent it from "climbing" the road crown there may be an issue to be looked into further. Important Page 931 Disclaimer Page 2499 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 4878 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7015 Engine Control Module: Description and Operation Throttle Actuator Control (TAC) System ENGINE CONTROL MODULE The engine control module (ECM) is the control center for the throttle actuator control (TAC) system. The ECM determines the drivers intent and then calculates the appropriate throttle response. The ECM achieves throttle positioning by providing a pulse width modulated voltage to the TAC motor. Page 5540 Page 952 Relay Box: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 2466 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5679 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 11472 Arrows and Symbols ARROWS AND SYMBOLS Page 2019 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 6901 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8030 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8532 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 716 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 6421 Page 4230 Important: ^ All gasket mating surfaces need to be free of oil and foreign material. Use GM P/N 12346139 (Canadian P/N 10953463) or equivalent, to clean the surfaces. ^ RTV sealer is NOT to be placed under the lower intake manifold gaskets. 1. Install the lower intake manifold gaskets and seals. 2. Coat the ends of the push rods using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. Important: The intake valve push rods measure 146 mm (5.75 inch) and the exhaust valve push rods measure 152.5 mm (6 inch). 3. Install the push rods in their original location. 4. Coat the rocker arm friction surfaces using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners Page 4674 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 12588 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 916 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8761 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 741 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5303 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 8705 Passenger Car Zoning PASSENGER CAR ZONING Page 8633 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9701 Control Module: Service and Repair Transmission Control Module (TCM) Replacement Transmission Control Module Page 4040 Harmonic Balancer - Crankshaft Pulley: Service and Repair Crankshaft Balancer Replacement Tools Required ^ EN 46359 Puller End Protector ^ J29113 Balancer and Crank Sprocket Installer ^ J37096 Flywheel Holder ^ J41816 Harmonic Balancer Remover ^ J45059 Angle Meter Removal Procedure 1. Notice: The inertial weight section of the crankshaft balancer is assembled to the hub with a rubber type material. The correct installation procedures (with the proper tool) must be followed or movement of the inertial weight section of the hub will destroy the tuning of the crankshaft balancer. Remove the drive belt. 2. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 3. Remove the right front tire and wheel. 4. Remove the right engine splash shield. 5. Install adjustable jack stands under the frame. 6. Loosen the left side frame bolts and remove the right side frame bolts. 7. Using the jack stands, lower the right side of the frame in order to access the crankshaft balancer. 8. Remove the torque converter covers. 9. Install the J37096 to the flywheel in order to prevent flywheel rotation. 10. Remove the crankshaft balancer bolt and the washer. Page 6045 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8159 Canister Purge Solenoid: Service and Repair EVAPORATIVE EMISSION (EVAP) CANISTER PURGE SOLENOID VALVE REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the evaporative emission (EVAP) canister purge solenoid electrical connector (1). 3. Disconnect the chassis EVAP pipe from the EVAP canister purge solenoid. 4. Remove the EVAP canister purge valve bolt. 5. Remove the EVAP canister purge valve. INSTALLATION PROCEDURE Page 9115 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 8794 Page 5787 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7224 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 10798 Input Speed Sensor Connector, Wiring Harness Side Page 11541 6. Install the steering column tilt head components. 7. Install the ignition switch only. 8. Install the ignition lock cylinder. 9. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 1123 Engine Control Module: Technical Service Bulletins Engine, A/T Controls - Shared Diagnostic Trouble Codes Bulletin No.: 05-06-04-060 Date: September 23, 2005 INFORMATION Subject: Powertrain Control Module (PCM), Engine Control Module (ECM), Transmission Control Module (TCM) Diagnostic Trouble Code(s) (DTC)(s) P0601, P0602, P0603, P0604, P1621 Shared In Multiple Modules Models: 2005-2006 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2006 HUMMER H2 2006 HUMMER H3 2005-2006 Saab 9-7X Beginning in 2005, some control modules (ECM's, TCM's) have specific codes that describe internal failures of the module. These DTCs are not module specific and can be found on any controller that has these codes. Society of Automotive Engineers (SAE) J2012 committee has set these specific codes to be an industry standard of all manufacturers. Currently, these common codes are: ^ P0601 - Control Module Read Only Memory (ROM) ^ P0601 - Transmission Control Module (TCM) Read Only Memory (ROM) ^ P0602 - Control Module Not Programmed ^ P0602 - Transmission Control Module (TCM) Not Programmed ^ P0603 - Control Module Long Term Memory Reset ^ P0603 - Transmission Control Module (TCM) Long Term Memory Reset ^ P0604 - Control Module Random Access Memory (RAM) ^ P0604 - Transmission Control Module (TCM) Random Access Memory (RAM) ^ P1621 - Control Module Long Term Memory Performance ^ P1621 - Transmission Control Module (TCM) Long Term Memory Performance Important: ^ Use caution when diagnosing these shared codes to perform the appropriate diagnostic procedure on the appropriate module. ^ A low voltage condition may set one or more of the above codes. Repair any low voltage conditions prior to diagnosing the above codes. Refer to the appropriate Service Information (SI) document for Diagnosis and Repair procedures. Disclaimer Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: All Technical Service Bulletins Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 6299 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7471 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 5002 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Page 1825 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 6492 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 5089 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 10746 Seals and Gaskets: By Symptom Technical Service Bulletin # 08-07-30-009B Date: 080501 A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Technical Service Bulletin # 08-07-30-009B Date: 080501 Page 6137 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 293 12.2. Cars with brackets for e.g. an amplifier: Remove the pin strap (A) from the bracket and remove the tape (B) holding the optic cables. 12.3. Remove the locking strip (C) on the 2-pin connector (H2-9). Open the terminal housing with a screwdriver. Remove the secondary catch (E) on the connector and remove the optic cables coming from the OnStar(R) control modules. 12.4. Loosen one of the optic cables remaining in H2-9 (F), connect it to the connector and fit the secondary catch (E). Connect the connector so that the optic cables are opposite each other (G). Connect the terminal housing (D) and refit the locking strip (C). Page 6921 results from the alteration or modification of a vehicle using non-GM approved parts or accessories. Dealers should be especially cautious of accessory companies that claim the installation of their product will not void the factory warranty. Many times these companies have even given direction on how to quickly disassemble the accessory in an attempt to preclude the manufacturer from finding out that is has been installed. Any suspect repairs should be reviewed by the Fixed Operations Manager (FOM), and in Canada by the Warranty Manager (WM) for appropriate repair direction. If it is decided that a goodwill repair is to be made on the vehicle, even with the installation of such non-GM approved components, the customer is to be made aware of General Motors position on this issue and is to sign the appropriate goodwill documentation required by General Motors. It is imperative for dealers to understand that by installing such devices, they are jeopardizing not only the warranty coverage, but also the performance and reliability of the customer's vehicle. Disclaimer Page 10991 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 8885 Page 3452 7. Pull back carpet from the front lower right/passenger door pillar to expose the interior fuse center (1), refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. Remove the left/driver outer trim cover from the instrument panel (I/P). 10. Remove the connector position assurance (CPA) from the steering wheel module coil connector (1). 11. Disconnect the steering wheel module coil connector (1) from the vehicle harness connector (3). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector (1) to the vehicle harness connector (3). 3. Install the CPA to the steering wheel module coil connector (1). 4. Install the left outer trim cover to the I/P. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 8. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 12848 6. Disassemble the bushing removal tools. Installation Procedure 1. Important: You MUST install the lower control arm vertical bushing in the same position in order to maintain the original vehicle ride, handling, and road feel. Align the flat edge of the bushing flange to the mark in the control arm (1). Ensure that the flat edge of the bushing flange is 30 degrees (2) from the centerline of the lower control arm. Ensure that the thin slot in the bushing is facing outboard. 2. Insert the bushing into the control arm. 3. Important: Apply J 23444-A or equivalent to the threads of J 21474-27. Assemble the following bushing installation tools as shown: 1 J 21474-27 2 J 21474-13 3 J 21474-5 4 J 21474-4 4. Tighten J 21474-4. 5. Disassemble the bushing installation tools. 6. Install the lower control arm. Page 556 System. 1. Reprogram the electronic brake control module (EBCM), which may be listed as an ABS module in TIS, with updated software calibration. The new service calibration was released with TIS satellite data update, version 11.0 available October 31, 2005. 2. Relearn the tire pressure monitoring system as necessary. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through December 31, 2006. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service prior to December 31, 2006, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Page 2887 Battery Current Sensor: Service and Repair BATTERY CURRENT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 2. Remove the positive and negative battery cable. 3. Cut the tie straps and electrical tape attaching the battery current sensor to the positive battery cable. 4. Squeeze the positive and negative battery cable branches together. 5. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks Clutch: Customer Interest A/T - 4T80E, Slips in Gear/L/H Axle Seal Leaks TECHNICAL Bulletin No.: 08-07-30-009B Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6953 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 9143 Page 11752 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8042 Page 12990 Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Replacement Tire Pressure Sensor Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting. ^ Place the sensors cap and valve on a dry clean surface after removal; the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ When separating the tire bead from the wheel, position the bead breaking fixture 90 degrees from the valve stem. ^ Position the mounting/dismounting head so the tire iron, or pry bar, can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the tire pressure sensor. Installation Procedure 1. Clean any dirt or debris from the grommet sealing area. 2. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 3. Notice: Refer to Component Fastener Tightening Notice in Service Precautions. Install the sensor nut and position the sensor body parallel to the inside wheel surface while tightening. Page 1191 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 13240 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 10399 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 11508 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8789 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor Grommet Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting: ^ Place the sensors cap and valve on a dry clean surface after removal, the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ Position the bead breaking fixture 90 degrees from the valve stem when separating the tire bead from the wheel. ^ Position the mounting/dismounting head so the tire iron, or pry bar can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, replace the sensor. Refer to Tire Pressure Sensor Replacement. Also remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the sensor from the wheel hole. 6. Remove the sensor grommet from the valve stem. Installation Procedure 1. Clean any dirt or debris from the grommet sealing areas. 2. Install the grommet on the sensor valve stem. 3. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 4. Notice: Refer to Fastener Notice in Service Precautions. Page 4613 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6981 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9047 Page 12714 24. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (4) ^ A pin hole (2) for the centering pin-Note the location of the pin hole. ^ An alignment mark (3) on the flush rotor flange cuff (4) for installation ^ A foam ring (1) 25. Remove the connector from the sensor. 26. Remove the sensor from the adapter and bearing assembly. 27. To install the sensor, proceed to step 21 in the installation procedure. Installation Procedure 1. Important: If reusing the existing sensor, no centering of the sensor is required. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on your right. From the technicians point of view, the BACK of the sensor (2) connector will be on your left. 3. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 4. Install the connector to the sensor. 5. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (4) ^ A pin hole (7) for the centering pin-Note the location of the pin hole. ^ A flushed rotor flange cuff (6) ^ An alignment mark (5) for installation 6. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ A foam ring (3) Procedures Power Seat Switch: Procedures Knob Replacement - Power Seat Switch - Seat Cushion KNOB REPLACEMENT - POWER SEAT SWITCH - SEAT CUSHION Seat Switch Replacement - Power SEAT SWITCH REPLACEMENT - POWER Diagrams Manifold Absolute Pressure (MAP) Sensor Page 12900 4. Use a 45 TORX socket in order to hold the strut shaft. Remove the upper strut mount nut by turning with J 42991. 5. Remove the strut from the J 45400. 6. Loosen the compressor forcing screw (1) until the upper strut mount and coil spring (2) may be removed. 7. Remove the upper strut mount and the coil spring from the J 45400. Assembly Procedure Page 7189 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 7630 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1364 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5338 Page 509 engine OFF. 8. Turn off the Tech 2. 9. Turn on the Tech2. 10. Connect the Tech 2 to the vehicle and the TIS terminal. 11. On the TIS terminal go into SPS Programming. 12. Select Pass Thru programming. 13. Follow instruction on the TIS terminal. When you get to the Supported Controllers screen: 13.1. Scroll down in the top box and select RCDLR (Remote Control Door Lock Receiver). 13.2. In the lower box select Normal. 13.3. Select Next. Important: Some vehicles will require additional selections in the module field before you can proceed and the "Next" button is functional. 14. When the Calibration Screen displays, select calibration 25808841 for vehicles that are NOT equipped with the remote start feature or calibration 25808842 for vehicles that are equipped with the remote start feature. After selecting a calibration, select Next. 15. Follow the on-screen prompts until programming is completed. 16. When programming is complete: 16.1. Turn off Tech2. 16.2. Turn the ignition switch to the OFF position. 17. Wait 30 seconds~. 18. Turn the ignition switch to the ON position with engine OFF. 19. Turn on the Tech 2. 20. Build the vehicle using the Tech 2. 21. Using the Tech 2, navigate to Vehicle Control Systems / Module Setup / Remote Control Door Lock Receiver. 22. Run the Copy and Paste TPM Information Procedure (F1: Step 2). 23. Using the Tech 2, navigate to Vehicle Control Systems / Module ID Information / Remote Control Door Lock Receiver / Tire Information. 24. Verify that the four Pressure Sensor IDs match those that were recorded in Step 5. 25. Go into diagnostics and check for DTC codes. 26. Clear all codes. Programming Remote Keyless Entry Transmitters (Vehicles in Inventory) Important: All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed in a single programming sequence. Once the Invalidate All Fobs selection is made or the RCDLR module has been reprogrammed, all learned transmitters are erased. Up to 8 transmitters can be programmed. Do not operate or program the transmitters in the vicinity of other vehicles that are in the keyless entry program mode. This prevents the programming of the transmitters to the incorrect vehicle. Program remote keyless entry transmitters. 1. With a scan tool, access the Remote Control Door Lock Receiver Module Setup menu. Select Program Key Fobs. Wipers/Washers - Washer Inoperative/Poor Performance Fuse: Customer Interest Wipers/Washers - Washer Inoperative/Poor Performance Bulletin No.: 07-08-43-004C Date: November 19, 2007 TECHNICAL Subject: EI07089 - Windshield Washer Inoperative, Poor Performance (Replace WSW Fuse) Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Supercede: This bulletin is being revised to include 2008 Impala. Please discard Corporate Bulletin Number 07-08-43-004B (Section 08 - Body and Accessories). Condition Some customer's may comment that the windshield washer pump operation is intermittent. Correction DO NOT REPLACE THE WINDSHIELD WASHER PUMP. Engineering has determined that windshield washer pump intermittent operation or poor performance conditions may be corrected by replacing the current 10 amp WSW fuse with a 15 amp fuse. The WSW (windshield washer) fuse is located in the UBEC (underhood bussed electrical center). Be sure to update the UBEC fuse label to indicate the use of a 15 amp fuse for the Windshield Washer (WSW). Warranty Information Page 6931 Page 8322 Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. A complete list of GM's FlexFuel vehicles can be found in this Service Bulletin, or at www.livegreengoyellow.com. E85 Compatible Vehicles The only E85 compatible vehicles produced by General Motors are shown. Only vehicles that are listed in the E85 Compatible Vehicles section of this bulletin and/or www.livegreengoyellow.com are E85 compatible. All other gasoline and diesel engines are NOT E85 compatible. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Repairs to non-FlexFuel vehicles that have been fueled with E85 are not covered under the terms of the New Vehicle Warranty. Disclaimer Page 9029 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 2211 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 7723 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 11980 Tighten Tighten to 8 Nm (71 lb in). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is accessible from both sides of the panel, a M8 conductive bolt and a M8 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. 6. Select a M8 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M8 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M8 conductive bolt to the ground location. 10. Select a M8 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M8 conductive nut to the bolt and: Tighten Tighten to 22 Nm (16 lb ft). Note The repair area MUST BE properly refinished to maintain a secure, stable and corrosion-free electrical ground. 12. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 13. Verify proper system operation. M8 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M8 weld nut electrical ground location is not accessible from both sides of the panel, a M6 conductive rivet stud and a M6 conductive nut may be used to secure the electrical ground wire terminal. 2. Select a location adjacent the damaged M8 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 10 mm (0.40 in) diameter hole through the panel. Page 1049 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 4973 Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Right Exhaust Manifold Replacement - Right (RPO's LZE/LZ4/LZ9) Tools Required ^ J39194-B Heated Oxygen Sensor Socket Removal Procedure 1. Remove the generator. 2. Remove the connector position assurance (CPA) retainer (3). 3. Disconnect the heated oxygen sensor (HO2S) electrical connector (2). 4. Remove the HO2S clip (1) from the ignition coil bracket. 5. Important: The HO2S uses a permanently attached pigtail and connector. This pigtail should not be removed from the sensor. Damage or removal of the pigtail or connector will affect proper operation of the sensor. Page 4974 Remove the HO2S using the J39194-B. 6. Remove the exhaust manifold shield bolts. 7. Remove the exhaust manifold shield. 8. Remove the exhaust crossover pipe heat shield bolts. 9. Remove the exhaust crossover pipe heat shield. Page 1413 Inflatable Restraint Sensing And Diagnostic Module (With RPO Code AY1) (Part 2) Page 900 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 10057 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11756 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9801 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 7450 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 11527 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 1121 2. Connect the MDI to the Data Link Connector (DLC) of the vehicle. Note Use the USB port to make the following MDI connection: 3. Connect the MDI to a PC or laptop that has been downloaded with the GDS application from TIS2WEB. Note At least one Diagnostic Package must be installed on the PC to perform diagnostics. If GDS was just installed, select: Add New Diagnostic Package and then select: a Diagnostic Package to download. 4. Click: On the GDS icon on the PC. 5. The Login Page will appear. 6. Select: A User. 7. The ID Screen will appear. 8. Select: The serial number of the MDI being used. 9. Select: Connect. 10. Verify that the system status is ready by observing for a flashing PC light icon on the MDI. 11. Select: Make, Model and Model Year, in order to build the vehicle. 12. Click: Upload VIN, to allow the VIN to be reported to the PC. 13. At: The Verification step, turn ON the ignition, with the engine OFF. 14. Select: Next Action. 15. The Home Page will appear. 16. Select: Next. 17. The Diagnostic Screen will appear. Note Due to vehicle build, software and RPO variations, GDS may ask for additional information in Step 18. 18. Select: Engine ID, if prompted. 19. Select: Module Diagnostics. 20. Select: ECM. 21. Select: ID Information. 22. The Diagnostics page will appear. Typical View of GDS Calibration History Screen Note GDS is capable of displaying up to 10 Calibration History events. 23. Select: Calibration History from the drop down menu in order to display the following items on the screen: - Calibration History Buffer - Number of Calibration History Events Stored - Calibration Part Number History - Calibration Verification Number History 24. Select: Screenshot. 25. Name and save the file in an appropriate folder. 26. Select : Print, and retain a copy of the screenshot with the repair order. Page 13147 Wheels: Service and Repair Aluminum Wheel Refinishing Aluminum Wheel Refinishing Finish Damage Evaluation Procedure Important: ^ If the wheels are chrome-plated, do not re-plate or refinish the wheels. ^ If the wheels are polished aluminum, do not refinish the wheels in the dealer environment. Utilize a refinisher that meets manufacturer guidelines. 1. Inspect the wheels for damage from uncoated wheel balance weights or from automatic car wash facilities. 2. Inspect the wheels for the following conditions: ^ Corrosion ^ Scrapes ^ Gouges 3. Verify the damage is not deeper than what sanding can remove. 4. Inspect the wheels for cracks. If a wheel has cracks, discard the wheel. 5. Inspect the wheels for bent rim flanges. If a rim flange is bent, discard the wheel. Refinishing Procedure Caution: To avoid serious personal injury when applying any two part component paint system, follow the specific precautions provided by the paint manufacturer. Failure to follow these precautions may cause lung irritation and allergic respiratory reaction. 1. Remove the tire and wheel assembly from the vehicle. 2. Remove the balance weights from the wheel. 3. Remove the tire from the wheel. 4. Use a suitable cleaner in order to remove the following contaminants from the wheel: ^ Lubricants ^ Wax ^ Dirt Important: ^ Do not re-machine the wheel. ^ Do not use chemicals in order to strip the paint from the wheel. 5. Use plastic media blasting in order to remove the paint from the wheel. 6. If the wheel had a machined aluminum finish, spin the wheel and use sand paper in order to restore the circular machined appearance. Important: The wheel mounting surface and the wheel nut contact surface must remain free of paint. 7. Mask the wheel mounting surface and the wheel nut contact surface. 8. Follow the paint manufacturer's instructions for painting the wheel. 9. Unmask the wheel. 10. Install a new valve stem. Important: Use new coated balance weights in order to balance the wheel. 11. Install the tire to the wheel. 12. Use a suitable cleaner in order to remove the following contaminants from the wheel mounting surface: ^ Corrosion ^ Overspray ^ Dirt 13. Install the tire and wheel assembly to the vehicle. Page 11639 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7223 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 6902 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 6002 Page 7110 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2607 Page 8873 Page 8851 Page 5865 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2273 Page 12273 Fuse Block - Underhood C2 (Part 3) Page 7625 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 8986 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 953 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 10004 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 11647 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 1070 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 1682 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6867 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 8988 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 5603 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 8862 7. Connect the ETC electrical connector (2). IMPORTANT: Verify that the throttle actuator motor harness connector and the connector seal are properly installed and not damaged. 8. Install the air cleaner outlet duct. 9. Fill the engine cooling. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 10. Install the intake manifold cover. 11. Connect a scan tool in order to test for proper throttle opening and throttle closing ranges. 12. Operate the accelerator pedal and monitor the throttle angles. The accelerator pedal should operate freely, without binding, between closed throttle, and wide open throttle (WOT). 13. Verify that the vehicle meets the following conditions: - The vehicle is not in a reduced engine power mode. - The ignition is ON. - The engine is OFF. Page 937 Disclaimer Page 7194 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 9083 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 3992 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. 1. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. Refer to Engine Electrical Component Views. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 1. Firmly install the compression gauge to the spark plug hole. 2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 3. Record the readings on the gauge at each stroke. 4. Disconnect the gauge. 5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 1157 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 633 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 6028 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 8882 Page 5364 Page 4863 Passenger Car Zoning PASSENGER CAR ZONING Page 6154 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Page 3960 5. Back off the wheel nut (1) and remove the washers (3). 6. Install the backing plate. 7. Install the rear wheel bearing/hub assembly. 8. Install the tire and wheel assembly. 9. Lower the vehicle. Page 1589 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 4708 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 4885 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Cooling System, A/C - Ticking Noise at Idle Heater Hose: Customer Interest Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 153 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5490 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8784 Page 11398 Battery Current Sensor: Service and Repair BATTERY CURRENT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 2. Remove the positive and negative battery cable. 3. Cut the tie straps and electrical tape attaching the battery current sensor to the positive battery cable. 4. Squeeze the positive and negative battery cable branches together. 5. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE Page 10513 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4515 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 913 Page 11733 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7754 Page 2181 Oxygen Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 4487 Page 9232 Page 11748 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5559 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 8603 Application Table (Part 1) Page 6967 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 8797 Page 610 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 2618 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11293 Parking Brake Cable: Service and Repair Park Brake Cable Replacement - Rear Park Brake Cable Replacement - Rear ^ Tools Required J 37043 Parking Brake Cable Release Tool Removal Procedure 1. Raise and suitably support the vehicle. Refer to Vehicle Lifting. 2. Relieve the park brake cable tension at the equalizer. 3. Disconnect the front cable from the rear cable that is to be replaced. ^ For the right rear cable, disconnect the cable (3) from the clip (2). ^ For the left rear cable, fully remove the equalizer nut from the equalizer stud, which is part of the left rear cable. 4. Disconnect the retainer (1) that holds the cable to the support bracket. Use the J 37043 to release the retainer. Page 2392 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1647 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8887 Arrows and Symbols ARROWS AND SYMBOLS Page 7641 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2366 Page 6139 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 2233 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 4288 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 12414 Toe Description Toe is a measurement of how much the front and/or rear wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is positive (+). When the wheels are turned out, toe is negative (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roll parallel. Toe also offsets the small deflections of the wheel support system that occur when the vehicle is rolling forward. In other words, with the vehicle standing still and the wheels set with toe-in, the wheels tend to roll parallel on the road when the vehicle is moving. Improper toe adjustment will cause premature tire wear and cause steering instability. Setback Description Setback applies to both the front and the rear wheels. Setback is the amount that one wheel may be aligned behind the other wheel. Setback may be the result of a road hazard or a collision. The first clue is a caster difference from side-to-side of more than 1 degree. Thrust Angles Description Thrust Angles Description The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action relates to the thrust angle (3). The thrust angle is the path that the rear wheels take. Ideally, the thrust angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the left rear wheel, moving the thrust line (1) off center. The resulting deviation from the centerline is the thrust angle. If the thrust angle is not set properly the vehicle may "dog track", the steering wheel may not be centered or it could be perceived as a bent axle. Thrust angle can be checked during a wheel alignment. Positive thrust angle means the thrust line is pointing to the right hand side (RHS) of the vehicle. Negative thrust angle means the thrust line is pointing to the left hand side (LHS) of the vehicle. Page 96 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 12109 Page 3470 10. Remove the connector position assurance (CPA) from the RF/passenger side impact module connector (1) located under the front of passenger seat. 11. Disconnect the RF side impact module connector (1) from the vehicle harness connector. 12. Remove the right/passenger outer trim cover from the instrument panel (I/P) (3). 13. Remove the CPA from the I/P module connector (1). 14. Disconnect the I/P module connector (1) from the vehicle harness connector (2). 15. Remove the lower center pillar trim. 16. Remove the CPA (3) from the seat belt retractor pretensioner - RF connector (2). 17. Disconnect the seat belt retractor pretensioner - RF connector (2) from the vehicle harness connector (1). Page 7704 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 1872 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 8667 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: OnStar(R) - Loss of GPS Signal/Hands Free Issues Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Loss of GPS Signal/Hands Free Issues Bulletin No.: 02-08-46-007C Date: November 19, 2007 INFORMATION Subject: Information on OnStar(R) System - Possible Loss of GPS Signal, Hands-Free Calling Minutes Expire Prematurely and/or Inability to Add Hands-Free Calling Minutes Models: 2001-2008 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) System (RPO UE1) Supercede: This bulletin is being revised to add the 2008 model year, warranty information and to provide GPS signal recovery steps (under Dealer Action heading) to do PRIOR to determining if the VIU/VCIM needs replacement. Please discard Corporate Bulletin Number 02-08-46-007B (Section 08 - Body & Accessories). If the vehicle currently has analog-upgradable OnStar(R) hardware, then the customer should be made aware of the digital upgrade program per the latest version of Service Bulletin # 05-08-46-006. Any analog OnStar system that is not upgraded prior to the end of 2007 will be deactivated due to the upcoming phase-out of the analog cellular network in the U.S. and Canada. If the vehicle has recently been upgraded or has had a service replacement unit installed, this bulletin may not be applicable. Certain 2001-2008 model year vehicles equipped with OnStar(R) may exhibit a condition with the Global Positioning System (GPS) that causes inaccuracies in the GPS clock. The GPS system is internal to the OnStar(R) Vehicle Interface Unit (VIU) or the Vehicle Communication Interface Module (VCIM). This inaccuracy can result in a symptom where the OnStar(R) Call Center is unable to obtain an accurate GPS signal, hands-Free Calling minutes expire prematurely and/or the inability to add Hands-Free calling minutes. Customer Notification OnStar(R) will notify the customer by mail with instructions to contact their dealership service department. Dealer Action Not all vehicles will require VIU/VCIM replacement. The GPS signal in some vehicles may be recoverable. To determine if the signal is recoverable, simply connect the Tech2(R) and using the GPS information data display option, observe the GPS date and time. If the date/time stamps are equal to a date approximately 19 years in the future, the GPS clock has exceeded its capacity and the VIU/VCIM will need to be replaced. If the date/time stamp is in the past or near future, the GPS clock has simply generated an inaccurate value and may be recoverable by performing the following power-up reset. To initiate a power-up reset, battery voltage (batt. +) must be removed from the VIU/VCIM. The preferred methods, in order, of initiating the reset are outlined below. Remove the fuse that supplies Battery positive (Batt. +) voltage to the module (refer to the applicable Service Information schematics for the appropriate fuse). The next preferred method is to remove the connector to the OnStar(R) unit that Batt + is contained. The least preferable method is to remove the negative terminal of the vehicle battery. This will not only initiate the power-up reset, but it may also result in the loss of radio presets and other stored personalization information/settings in other modules as well. After initiating the power-up reset, the GPS data will be set to the defaulted date and time and will require an acquisition of the GPS signal in order to gain the proper date and time. Acquiring the GPS signal requires running the vehicle in an open/unobstructed view of the sky. First, contact OnStar(R) Technical Support by pressing the blue button. Allow the OnStar(R) Technical Advisor to activate the GPS recovery process. This should take approximately 10 minutes. Continue to Page 2464 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7068 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9181 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 2304 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 1626 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 9240 Page 2184 Page 9303 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 412 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 3130 Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 7944 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2740 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7579 Page 1651 Page 4481 Page 5969 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 5821 5. Install the HO2S electrical connector clip to the heat shield. 6. Lower the vehicle. Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 7436 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4866 Page 6894 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2843 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7361 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 5310 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7644 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2775 Impact Sensor: Locations Passenger Door (Sedan) 1. Door Lock Switch - Front Passenger 2. Outside Rearview Mirror - Passenger 3. Door Frame 4. Door Lock - Front Passenger 5. Inflatable Restraint Side Impact Sensor (SIS) Right (AY1) 6. Window Switch - Front Passenger 7. Window Motor - Front Passenger Page 10706 10. Place a brass drift against the CV joint cage (1). 11. Tap gently on the brass drift with a hammer in order to tilt the cage (1). 12. Remove the first chrome alloy ball (2) when the CV joint cage (1) tilts. 13. Tilt the CV joint cage (1) in the opposite direction to remove the opposing chrome alloy ball (2). 14. Repeat this process to remove all 6 of the balls. 15. Pivot the CV joint cage (4) and the inner race 90 degrees to the center line of the outer race (2). At the same time, align the cage windows (3) with the lands of the outer race. 16. Lift out the cage (4) and the inner race. Page 4618 Locations LF Of The Engine Compartment Page 1146 Arrows and Symbols ARROWS AND SYMBOLS Page 13050 1. Install the tire and wheel assembly. Align the locating mark of the tire and wheel to the hub. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in order to avoid excessive runout. 2. Install the wheel nuts. ^ Tighten the nuts in a cries-cross pattern to 140 Nm (100 ft. lbs.). 3. Remove the safety stands and lower the vehicle. Page 4819 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5556 Page 4508 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6527 Disclaimer Page 8796 Page 7599 Page 12460 ^ An alignment tab (2) for installing into the adapter and bearing assembly ^ A view of the inside of the connector 7. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 8. Install the connector to the sensor. 9. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A raised rotor flange cuff (5) ^ An alignment mark (4) for installation 10. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 11. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 12. Install the connector to the sensor. 13. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A raised rotor flange cuff (4) ^ An alignment mark (3) for installation 14. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 15. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. Page 8094 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8795 Page 10058 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1600 Arrows and Symbols ARROWS AND SYMBOLS Page 8675 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Cooling System - Coolant Leaking from Engine Coolant Line/Hose: All Technical Service Bulletins Cooling System - Coolant Leaking from Engine TECHNICAL Bulletin No.: 07-06-02-006D Date: May 17, 2010 Subject: Coolant Leaking from Engine (Replace Coolant Crossover Pipe Gaskets) Models: 2006-2007 Buick Terraza 2009-2010 Buick Lucerne 2006-2007 Chevrolet Monte Carlo, Uplander 2006-2010 Chevrolet Impala, Malibu 2006-2007 Pontiac Montana SV6 2006-2009 Pontiac G6 2006-2007 Saturn Relay 2007-2009 Saturn AURA 2008-2009 Saturn VUE with 3.5L or 3.9L Engine (VINs N, K, I, R, W - RPOs LZ4, LZE, LZ9, LZ8, LGD) Supercede: This bulletin is being revised to add the Saturn VUE. Please discard Corporate Bulletin Number 07-06-02-006C (Section 06 - Engine/Propulsion System). Condition Some customers may comment on coolant leaking from the engine. Cause The gasket located between the coolant crossover pipe and the front of the right (rear side) cylinder head may be leaking. Correction Replace the coolant crossover pipe gaskets with updated service replacement gaskets. There are three coolant crossover designs. The second design crossover started during the 2008 model year. The second design crossover has an access hole for a cylinder head plug on the rear bank (bank 1). This crossover uses the three mounting hole gasket. The two examples below use the three hole gasket. The first design crossover does not have a hole in the bank area of the crossover. This crossover uses the four mounting hole gasket. Page 10825 2. Connect the automatic shift lock actuator electrical connector. 3. Install the center console. 4. Connect the negative battery cable. Page 7086 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Specifications Water Pump: Specifications Water Pump Bolt ................................................................................................................................. .................................................. 10 Nm (89 inch lbs.) Service and Repair Evaporative Emissions Hose: Service and Repair EVAPORATIVE EMISSION (EVAP) HOSES/PIPES REPLACEMENT - ENGINE/CHASSIS REMOVAL PROCEDURE IMPORTANT: Clean the evaporative emission (EVAP) connections and surrounding areas prior to disconnecting the line in order the avoid possible system contamination. 1. Remove the air cleaner outlet duct. 2. Remove the brake master cylinder and reposition. 3. Disconnect the EVAP (2) line from the purge solenoid. 4. Open the fuel/brake pipe retainers (1). 5. Remove the EVAP line from the fuel/brake pipe retainers (1). 6. Raise and support the vehicle. Refer to Vehicle Lifting. Page 7299 Page 6267 Page 10411 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8477 Page 2468 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1335 Page 4119 5. Remove the A/C compressor rear bolt. 6. Reposition the A/C compressor. 7. Remove the engine mount strut bracket to engine lower bolts. 8. Lower the vehicle. 9. Remove the engine mount strut bracket to engine upper bolt. 10. Remove the engine mount strut bracket. Installation Procedure Page 12525 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Page 11484 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 11813 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 10240 ^ Capacities - Approximate Fluid Brake Pipe Replacement Brake Hose/Line: Service and Repair Brake Pipe Replacement Brake Pipe Replacement Tools Required ^ J45405 Pipe Flaring Tool Kit Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Caution: Always use double walled steel brake pipe when replacing brake pipes. The use of any other pipe is not recommended and may cause brake system failure. Carefully route and retain replacement brake pipes. Always use the correct fasteners and the original location for replacement brake pipes. Failure to properly route and retain brake pipes may cause damage to the brake pipes and cause brake system failure. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. Important: When servicing brake pipes, note the following: ^ If sectioning brake pipe, use replacement pipe of the same type and outside diameter. ^ Use fittings of the appropriate size and type. ^ Only create flares of the same type or design as originally equipped on the vehicle. 1. Inspect the section of brake pipe to be replaced. 2. Release the brake pipe to be replaced from the retainers, as required. 3. Select an appropriate location to section the brake pipe, if necessary. ^ Allow adequate clearance in order to maneuver the J45405. ^ Avoid sectioning the brake pipe at bends or mounting points. 4. Using a string or wire, measure the length of the pipe to be replaced including all pipe bends. 5. Add to the measurement taken the appropriate additional length required for each flare to be created. 6.35 mm (0.250 inch) for 4.76 mm (3/16 inch) diameter pipe Important: Ensure that the brake pipe end to be flared is cut at a square, 90 degree angle to the pipe length. 6. Using the pipe cutter included in the J45405, carefully cut the brake pipe squarely to the measured length. 7. Remove the sectioned brake pipe from the vehicle. 8. Select the appropriate size of brake pipe and tube nuts, as necessary. The brake pipe outside diameter determines brake pipe size. Page 7109 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 629 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 11722 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 10593 Transmission Mount: Service and Repair Transmission Mount Bracket Replacement - Left Transmission Mount Bracket Replacement - Left (RPOs LZE/LZ9) Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left front tire and wheel assembly. 3. Remove the left front fender liner. 4. Support the transaxle. 5. Remove the transaxle bracket to transaxle mount upper nuts. 6. Remove the bolts which secure the transaxle bracket to the transaxle. 7. Remove the transaxle bracket. Installation Procedure 1. Position the transaxle bracket to the transaxle. 2. Notice: Refer to Fastener Notice. Install the transaxle bracket bolts. Tighten the bracket bolts to 95 Nm (70 ft. lbs.). Page 12223 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 12487 Start the engine. Allow the engine to idle. 15. Turn the steering wheel 180-360 degrees in both directions 5 times. 16. Switch the ignition off. 17. Notice: When adding fluid or making a complete fluid change, always use the proper power steering fluid. Failure to use the proper fluid will cause hose and seal damage and fluid leaks. Verify the fluid level. 18. Remove the pump reservoir cap. 19. Attach the J 43485 to the J 35555 or equivalent. 20. Place the J 43485 on or in the pump reservoir filler neck. 21. Apply a vacuum of 68 kPa (20 in Hg) maximum. 22. Wait 5 minutes. 23. Remove the J 43485 and the J 35555. 24. Verify the fluid level. 25. Reinstall the pump reservoir cap. Excessive Vacuum Drop Diagnosis 1. If the vacuum continues to drop, remove the pressure and return hose from the pump. 2. Install the plugs (1,2) supplied with the J 43485 into the pressure and return port. Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: All Technical Service Bulletins Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 12636 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 1506 Page 9646 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7112 Page 4642 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 4810 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9581 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12028 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 11884 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 9438 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 10718 6. Remove the spacer ring (1), spider assembly (2), spacer ring (3) (if equipped) using J 8059, and tripot boot (4). Discard the boot and rings. 7. Clean the halfshaft bar (5). Use a wire brush in order to remove any rust in the boot mounting area (grooves). 8. Inspect the needle rollers, needle bearings, and trunnion. Check the tripot housing for unusual wear, cracks, or other damage. Replace any damaged parts with the appropriate kit. Installation Procedure 1. Place the new small swage ring (2) onto the small end of the joint seal (1). Slide the joint seal (1) and the small swage ring (2) onto the halfshaft bar. 2. Position the small end of the joint seal (1) into the joint seal groove (3) on the halfshaft bar. Page 5067 Page 205 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Description and Operation Evaporative System Service Port: Description and Operation EVAP SERVICE PORT The EVAP service port is located in the EVAP purge pipe between the EVAP purge solenoid valve and the EVAP canister. The service port is identified by a green colored cap. Inflatable Restraint Front End Sensors Impact Sensor: Description and Operation Inflatable Restraint Front End Sensors INFLATABLE RESTRAINT FRONT END SENSORS The front end sensor, also known as the electronic frontal sensor (EFS), is equipped on vehicles to supplement the SIR performance. The front end sensor is an electronic sensor and is not part of the deployment loops, but instead provides an input to the inflatable restraint sensing and diagnostic module (SDM). The front end sensor can assist in determining the severity of some frontal collisions. The SDM contains a microprocessor which performs calculations using the measured accelerations and compares these calculations to a value stored in memory. When the generated calculations exceed the stored value, the SDM will cause current to flow through the frontal deployment loops deploying the frontal air bags. TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 780 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8816 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 4787 Brake Pedal Position Sensor Calibration Pedal Positioning Sensor: Service and Repair Brake Pedal Position Sensor Calibration BRAKE PEDAL POSITION SENSOR CALIBRATION CALIBRATION CRITERIA The brake pedal position sensor (BPPS) receives a low reference signal and a 10-volt reference signal from the body control module (BCM). Whenever the brake pedal is applied, the brake pedal position sensor applies a variable voltage signal to the BCM through the stop lamp switch signal circuit. Brake pedal position sensor calibration must be performed after the brake pedal position sensor or BCM have been serviced. The calibration procedure will set brake pedal position sensor home value. This value is used by the BCM to determine the action of the driver applying the brake system and to provide this information to the vehicle subsystems via the class 2 communication bus. CALIBRATION PROCEDURE IMPORTANT: If the master brake cylinder has been replaced, verify that the correct pushrod is installed before attempting to calibrate the brake pedal position sensor. 1. Turn ON the ignition, with the engine OFF. 2. Install a scan tool, select the proper vehicle and options. 3. Navigate to the BCM menu. 4. Select Special Functions menu item. 5. Select the BPPS sensor calibration procedure and follow the directions displayed on the screen. Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Page 40 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8541 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7828 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7673 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 8115 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 3138 Oil Filter: Service and Repair Engine Oil and Oil Filter Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pan drain plug. 3. Allow the engine oil to drain completely. 4. Remove the oil filter. Installation Procedure Page 5623 Fuel Level Sensor: Service and Repair FUEL LEVEL SENSOR REPLACEMENT REMOVAL PROCEDURE IMPORTANT: Always maintain cleanliness when servicing fuel system components. 1. Remove the fuel tank module. 2. Disconnect the fuel level sensor electrical connector (1). 3. Push in the fuel level sensor retainer (1). Page 13026 Customer TPMS Information Page 5330 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4836 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7457 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 10049 Page 7037 Information Bus: Testing and Inspection Scan Tool Does Not Power Up SCAN TOOL DOES NOT POWER UP Diagnostic Fault Information Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. Circuit .................................................................................................................................................. ............................ Battery Positive Voltage (DLC) Short to Ground .................................................... ............................................................................................................................................................ 1 Open/High Resistance ...................................................................................................................... ................................................................................ 1 Short to Voltage ............................................... ............................................................................................................................................................. ---- Signal Performance ....................................................................................................................... ................................................................................ ---Circuit .................................................................................................................................................. ....................................................... Ground (DLC) Short to Ground ................................................... ......................................................................................................................................................... ---- Open/High Resistance ................................................................................................................... ................................................................................... 1 Short to Voltage ............................................ .............................................................................................................................................................. .. ---- Signal Performance .................................................................................................................... ................................................................................... ---1. Scan Tool Does Not Power Up Circuit/System Description The data link connector (DLC) is a standardized 16 cavity connector. Connector design and location is dictated by an industry wide standard, and is required to provide the following: -> Scan tool power battery positive voltage at terminal 16 -> Scan tool power ground at terminal 4 -> Common signal ground at terminal 5 Diagnostic Aids -> The scan tool will power up with the ignition OFF. Some modules however, will not communicate unless the ignition is ON and the power mode master (PMM) module sends the appropriate power mode message. -> If the battery positive voltage, ground circuits and connections of the DLC are functioning properly, the malfunction must be due to the scan tool/CANdi module. -> Use the DMM MIN/MAX function to capture/locate intermittent conditions. Reference Information Schematic Reference Data Link Connector Schematics See: Data Link Connector/Diagrams/Electrical Diagrams Connector End View Reference Computer/Integrating Systems Connector End Views See: Body Control Module/Diagrams/Connector Views Electrical Information Reference -> Circuit Testing See: Testing and Inspection/Component Tests and General Diagnostics -> Connector Repairs See: Testing and Inspection/Component Tests and General Diagnostics -> Testing for Intermittent Conditions and Poor Connections See: Testing and Inspection/Component Tests and General Diagnostics -> Wiring Repairs See: Testing and Inspection/Component Tests and General Diagnostics Circuit/System Testing 1. Ignition ON, test for battery voltage between the battery positive voltage circuit of the DLC and ground. -> If less than battery voltage, repair the voltage supply circuit for a short to ground or an open/high resistance. 2. Test for less than 1.0 ohm of resistance between the ground circuit of the DLC and ground. -> If greater than 1.0 ohm, repair the ground circuit for an open/high resistance. 3. If all tests normal, refer to the scan tool/CANdi module user guide. Repair Instructions Perform the Diagnostic Repair Verification after completing the repair. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Diagram Information and Instructions Torque Converter Clutch Solenoid: Diagram Information and Instructions Electrical Symbols Page 7804 Page 244 For vehicles repaired under warranty use, the table. Disclaimer Page 12831 4. Install tire and wheel assembly. 5. Lower the vehicle. 6. Perform a front end alignment. Refer to Measuring Wheel Alignment. Page 8318 Disclaimer Page 4131 7. Install the A/C compressor rear bolt until snug. 8. Tighten the A/C compressor nut first, then the rear bolt and finally the front bolt. Tighten the bolts/nut to 50 Nm (37 ft. lbs.). 9. Lower the vehicle. 10. Tighten the engine mount strut bracket to engine upper bolt. Tighten the bolts to 25 Nm (18 ft. lbs.). 11. Install the engine harness clip (2) to the strut bracket. 12. Install the engine mount strut. Engine Mount Strut Bracket Replacement - Right Engine Mount Strut Bracket Replacement - Right Removal Procedure Page 1655 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6833 Page 6611 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 1303 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 9549 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8941 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2788 Page 5894 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 4123 8. Remove the engine mount strut bracket to cylinder head bolts. 9. Remove the engine mount strut bracket. Installation Procedure 1. Position the engine mount strut bracket to the cylinder head. Notice: Refer to Fastener Notice. 2. Install the engine mount strut bracket to cylinder head bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 3. Position and install the heater inlet and outlet hoses to the engine pipes. 4. Install the heater inlet and outlet hose clamp to the throttle body studs. 5. Position the heater inlet and outlet hose clamps at the pipes. 6. Install the heater inlet and outlet hose clamp nuts to the throttle body studs. Page 4272 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Page 6633 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 9435 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5526 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Page 10625 Valve Body Spring and Bore Plug Chart (Metric) Valve Body Spring and Bore Plug Chart (Inch) Page 7054 Page 3062 Spark Plug: Application and ID SPARK PLUG TYPE GM P/N ................................................................................................................................................ .............................................................. 12591131 AC Delco P/N ...................................................................................................................................... ................................................................... 41-100 Page 4638 Page 7353 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 3653 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8308 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 9280 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 5929 Page 9826 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 1086 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 5846 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 7345 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Locations Power Steering Fluid Reservoir: Locations Power Steering Pump Disassembled View (CB Series Pump) Power Steering Pump 1 - Hydraulic Pump Reservoir Assembly (Typical) 2 - Reservoir Capstick Assembly 3 - O-Ring Seal 4 - Flow Control Spring 5 - Control Valve Assembly 6 - O-Ring Seal 7 - O-Ring Union Fitting 8 Hydraulic Pump Housing Assembly 9 - Reservoir Retaining Clip (RH) 10 - Reservoir Retaining Clip (LH) Page 2577 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 4579 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Diagrams Manifold Absolute Pressure (MAP) Sensor Page 5418 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 4591 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 5374 Page 1077 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 3448 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. To disable the seat belt retractor pretensioner - LF, go to step 10. To disable the side impact sensor (SIS) - left, go to step 13. 10. Remove the lower center pillar trim. 11. Remove the connector position assurance (CPA) (3) from the seat belt retractor pretensioner - LF connector (2). 12. Disconnect the seat belt retractor pretensioner - LF connector (2) from the vehicle harness connector (1). Page 7201 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Page 11923 Page 9674 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2580 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 3636 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 2379 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 6072 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 10992 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9385 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 6478 Page 9680 Page 7121 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Page 3559 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5611 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8137 Variable Valve Timing Actuator: Removal and Replacement This article or image reflects the changes called out in TSB#05-06-01-027 Dated 09/16/05 For the following vehicles 2006 Buick Terraza,2006 Chevrolet Impala, Malibu, SS, Malibu Maxx, Monte Carlo, Uplander, 2006 Pontiac G6, Montana SV6 and 2006 Saturn Relay with 3.5 L or 3.9 L ( VIN's N, K, 1 & RPO's LZ4, LZE, And LZ9). Notice: Use only a Torx Plus bit when removing or Installing Camshaft Position Actuator retention fasteners. The Torx Plus(R) design differs from typical Torx(R) fastener. Use of a standard TORX(R) bit on TORX Plus(R) fasteners may result in a rounded out fastener head, incorrect fastener torque or a damaged Torx Plus(R) bit. The Torx Plus(R) bit size is a T30 Camshaft Position Actuator Magnet Replacement Removal Procedure 1. Remove the intake manifold cover. 2. Disconnect the camshaft position actuator magnet electrical connector (2). Page 12017 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 11317 Parking Brake Shoe: Service and Repair Park Brake Shoe Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the rear tire and wheel assemblies. 3. Relieve the park brake system tension at the equalizer assembly. 4. Remove the rear caliper bracket. 5. Remove the rear rotor. 6. Disconnect and remove the rear park brake cable from the bracket at the rear wheel. 7. Disconnect the park brake cable return spring from the park brake actuator and bracket at the rear wheel. 8. Remove the rear hub. The rear hub, backing plate, park brake cable bracket, and park brake actuator will be removed as an assembly. 9. Remove the 2 retainers (9) and the park brake cable bracket (8) from the park brake actuator (4). Position the rear hub aside. Page 8273 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 4260 Using a large flat-bladed screwdriver, tighten the two mandrel screws to the crankshaft. Ensure that the mandrel is snug to the crankshaft hub. Refer to the above illustration. Different types (styles) of rear main seals were used in production in different model years, engines and manufacturing facilities. As a result, the NEW style rear main seal that you will be installing may have a different appearance or shape than the one removed. Regardless of what type of seal was removed and what side was facing outside the engine, the new seal must be installed as described. Upon close inspection of the outer lip on the new seal, the words this side out" will be seen. This side of the seal must be facing OUTSIDE the engine when correctly installed. While this may seem backwards, it is correct. In addition, the protective nylon (plastic) sleeve that the seal is mounted on in the package was designed so that the seal can only be installed in the proper direction when using the installation tool described in the following steps. Install the rear main seal (1), with the protective nylon sleeve attached (2), onto the mandrel. The seal, if properly installed, will center on a step that protrudes from the center of the mandrel. As an error proof, seal will fit only one way onto the mandrel. Refer to the above illustration. Before installing the outer drive drum, bearing, washer and the drive nut onto the threaded shaft, apply a small amount of the Extreme Pressure Lubricant J 23444-A, provided in the tool kit. Page 9126 5. Disconnect the right side spark plug wires from the ignition coil. 6. Remove the ignition coil bolts. 7. Remove the ignition coil. INSTALLATION PROCEDURE Page 5831 Page 4913 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8248 Page 5835 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2657 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4872 Page 2643 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 8281 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 1652 Page 6588 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 12926 Wheel Bearing: Service and Repair Front Suspension Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Remover Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Disconnect the wheel speed sensor electrical connector (2), if equipped. 4. Remove the wheel speed sensor electrical connector from the bracket, if equipped. 5. Remove the front wheel drive shaft nut (2). Insert a drift or flat bladed tool (1) into the caliper and rotor to prevent from turning. 6. Remove the brake rotor. Page 410 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Locations Starter Relay: Locations Location View Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Locations Main Relay (Computer/Fuel System): Locations Location View Page 5454 Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Coolant: Technical Service Bulletins Cooling System - DEX-COOL(R) Coolant Leak Detection Dye Bulletin No.: 05-06-02-002B Date: January 18, 2008 INFORMATION Subject: DEX-COOL(R) Coolant - New Leak Detection Dye J 46366 - Replaces J 29545-6 Models: 1996-2008 GM Passenger Cars and Light/Medium Duty Trucks* (including Saturn) 1997-2008 Isuzu T-Series Medium Duty Tilt Cab Models Built in Janesville and Flint 1999-2008 Isuzu N-Series Medium Duty Commercial Models with 5.7L or 6.0L Gas Engine 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X *EXCLUDING 2006 and Prior Chevrolet Aveo, Epica, Optra, Vivant and Pontiac Matiz, Wave Supercede: This bulletin is being revised to include additional model years. Please discard Corporate Bulletin Number 05-06-02-002A (Section 06 - Engine/Propulsion System). Leak detection dye P/N 12378563 (J 29545-6) (in Canada P/N 88900915) may cause DEX-COOL(R) coolant to appear green in a black vessel making it appear to be conventional (green) coolant. This may cause a technician to add conventional coolant to a low DEX-COOL(R) system thus contaminating it. The green DEX-COOL(R) appearance is caused by the color of the leak detection dye which alters the color of the DEX-COOL(R) coolant. A new leak detection dye P/N 89022219 (J 46366) (in Canada P/N 89022220) has been released that does not alter the appearance of the DEX-COOL(R) coolant. When adding the new leak detection dye the color of the DEX-COOL(R) coolant will not change. For detecting leaks on any system that uses DEX-COOL(R) leak detection dye P/N 89022219 (in Canada P/N 89022220) should be used. The new leak detection dye can be used with both conventional and DEX-COOL(R) coolant. Disclaimer TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 1331 Caution When performing service on or near the SIR components or the SIR wiring, the SIR system must be disabled. Failure to observe the correct procedure could cause deployment of the SIR components. Serious injury can occur. Failure to observe the correct procedure could also result in unnecessary SIR system repairs. 1. Perform the Diagnostic System Check-Vehicle. 2. Identify the DTC that is set AND review the DTC Descriptor in the corresponding diagnostic procedure. Refer to Diagnostic Trouble Code (DTC) List-Vehicle in SI. 3. Using the information from the DTC Descriptor, determine the location of the affected electrical connector. Refer to SIR Identification Views and the Master Electrical Component List in SI. 4. Turn OFF the ignition and disable the supplemental inflatable restraint (SIR) system. Refer to SIR Disabling and Enabling in SI. 5. BEFORE removing, INSPECT the CPA retainer at the electrical connector. Note The connector and connector position assurance (CPA) may seat independent of each other. Both the connector and CPA should seat with an audible and/or tactile click. The CPA isolates the shorting-bars within the connector allowing the deployment circuit to operate properly. ‹› If the CPA retainer is loose, damaged, or will not seat in the connector, replace it with a new one. Reinstall the CPA correctly by first pushing the connector body in completely, and then pushing the CPA retainer in completely. ‹› If the CPA retainer is not loose or damaged and is properly seated, proceed to Step 6. 6. Remove the CPA retainer and disconnect the electrical connector. Inspect the terminals for the following conditions: - Corrosion - Contamination - Terminal tension - Damage Important The terminals in the SIR/SRS system are made with a special plating. This plating provides the necessary contact integrity for the sensitive, low energy circuits. Use the J-38125 SIR/SRS Terminal Repair Kit for repairing SIR/SRS terminals and connectors. DO NOT substitute any other terminals for those in the repair kit. ‹› If the terminals are damaged, corrosion is observed, or have poor tension, repair or replace as necessary. Apply dielectric grease, GM P/N 12345579 (in Canada, use P/N 10953481) on the connector pins and terminals when reassembling. Refer to SIR/SRS Wiring Repairs in SI. Note The connector and connector position assurance (CPA) may seat independent of each other. Both the connector and CPA should seat with an audible and/or tactile click. The CPA isolates the shorting-bars within the connector allowing the deployment circuit to operate properly. 7. Connect the electrical connector, and install the CPA retainer. 8. Enable the supplemental inflatable restraint (SIR) system. Refer to SIR Disabling and Enabling in SI. 9. Clear the DTC with a scan tool. 10. Verify that the DTC does not reset by performing the Diagnostic Repair Verification in SI. ‹› If any DTC resets, then refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Parts Information Note If the CPA retainer P/N 54590003 (Orange CPA) cannot be located in the J-38125 SIR/SRS terminal repair kit, contact Kent Moore Tools and order P/N 54590003-PKG to obtain a package of 5. Page 772 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 2397 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7066 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 2203 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 4667 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1943 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 11477 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Specifications Transmission Fluid Temperature (TFT) Sensor Specifications Page 4925 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7910 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 10292 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the pressure control solenoid (PCS) electrical connector. 3. Remove the PCS retaining clip (314E). 4. Remove the PCS (322). Installation Procedure 1. Install the PCS (322). 2. Install the PCS retaining clip (314E). 3. Connect the PCS electrical connector. 4. Install the case side cover. Page 845 Page 8713 Page 2205 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5580 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 3608 Page 12744 10. Remove the lower center pillar trim. 11. Remove the connector position assurance (CPA) (3) from the seat belt retractor pretensioner - RF connector (2). 12. Disconnect the seat belt retractor pretensioner - RF connector (2) from the vehicle harness connector (1). 13. Remove the RF door trim panel (2). 14. Remove the CPA (3) from the SIS - right connector (4). 15. Remove the SIS - right connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS - right, go to step 3. To enable the seat belt retractor pretensioner - RF, go to step 5. Page 9499 4. Install the left side spark plug wires to the spark plugs, if required. 5. Install the intake manifold cover, if required. 6. Install the air cleaner outlet duct, if required. Cooling System, A/C - Ticking Noise at Idle Heater Hose: All Technical Service Bulletins Cooling System, A/C - Ticking Noise at Idle Bulletin No.: 06-06-02-002C Date: August 24, 2006 TECHNICAL Subject: LZE LZ4 LZ9 Ticking or Clicking Noise Heard Inside Vehicle On Passenger Side at Idle (Install Updated Heater Inlet and Outlet Coolant Hoses/Pipes) Models: 2006 Buick Rendezvous, Terraza 2006 Chevrolet Impala, Malibu, Malibu Maxx, Malibu SS, Monte Carlo, Uplander 2006 Pontiac G6, G6 GT, G6 GTP, Montana SV6 2006 Saturn Relay with 3.5L or 3.9L V6 Engine (VINs K, N, 1 - RPOs LZE, LZ4, LZ9) Supercede: This bulletin is being revised to update the parts information. Please discard Corporate Bulletin Number 06-06-02-002B (Section 06 - Engine/Propulsion). Condition Some customers may comment on a ticking or clicking noise heard inside the vehicle on the passenger side. The noise may be noticeable with the engine on and at idle, with the vehicle in PARK, and with the HVAC and radio off. Cause The noise may be caused by normal EVAP purge valve operation. The EVAP purge valve operation may be internally grounding out, creating a noise path through the coolant inlet and outlet hoses/pipes Correction Perform the diagnosis FIRST to determine if the EVAP purge valve operation is normal. Confirm the customer concern by using a Tech 2(R) to disable the EVAP purge valve. If the ticking or clicking noise heard inside the passenger side of the vehicle is gone, perform the following steps: Drain the cooling system. Refer to Draining and Filling Cooling System in SI. Remove the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Remove the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Release the rubber coolant inlet and outlet hoses/pipes clamps at the engine pipes using the J 38195 hose clamp pliers, or equivalent. Remove the coolant inlet and outlet hoses/pipes clamp nuts from the throttle body studs. Remove the quick connect fitting from the coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Page 8524 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Diagrams Variable Valve Timing Solenoid: Diagrams Intake Manifold Tuning (IMT) Valve Solenoid Camshaft Position (CMP) Actuator Solenoid Page 713 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 3757 ^ When adding proper tire air pressure, it is important to remember fluctuations in outside air temperatures and tire temperatures effect tire air pressures. ^ After you have added the proper tire pressure, if the vehicle has a DIC (after the system has updated), check to see if DIC displays are the same readings as the tire pressure gauge used (adjust as necessary). ^ Only perform a TPM sensor re-learn after a tire rotation or system part replacements and use the Tech 2(R) to initiate the relearn whenever possible to avoid invalid sensor I.D. learns. Important: Always take outside temperature and tire temperature into consideration to properly set tire pressures. Foe example, on colder days (20°F/-7°C), if setting tire pressure when the vehicle has been indoors (60°F/16°C) or the tires are warm from being driven, it will be necessary to compensate for the low outside temperature by adding 21-27 kPa (3-4 psi) more then the placecard pressure. At some later time, when the vehicle has been parked outside for a while, the tires will cool off and the pressures will drop back into the placecard range. Important: Recently, nitrogen gas (for use in inflating tires) has become available to the general customer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. Tires inflated with nitrogen gas may exhibit less of a pressure change in response to outside temperature changes. Nitrogen gas inflation is compatible with GM TPM sensors. For additional information, refer to Corporate Service Bulletin 05-03-10-020C. Important: All Models (Except the Pontiac Vibe): Do not perform a TPM relearn at PDI, the system has already been set at the Assembly Plant. Do not perform a TPM relearn after adding air to the tires. The low tire light is similar to the low fuel indicator and adding something (fuel, air) to the vehicle makes that light turn back off again. Note that because of system behavior, some vehicles must be driven a short distance before the sensors recognize the increase in pressure and turns the light off again. Pontiac Vibe Only: Do not use the TPMS reset button to turn off the light. The system will update and light will turn off when all tire pressures have been adjusted followed by short distance drive. Important: All models (except the Pontiac Vibe): Each tire monitor sensor is learned to a specific vehicle corner. When performing a TPM relearn (only after a tire rotation or replacement of a TPM sensor or Module), always use the Tech2(R) to initiate the J 46079 relearned process. Tech 2(R) - initiated relearns lock out other vehicle TPM signals that may be broadcasting in the area. Only signals initiated by the J 46079 tool will be accepted. This method avoids storing false TPM I.D.s and will prevent customers from returning with dashes (--) displayed in tire pressure readouts and/or a flashing tire pressure monitor (TPM) light. Checking the four TPM I.D.s with the Tech 2(R) prior to and following relearn to verify they are the same can prevent invalid I.D. learns. Pontiac Vibe Only: Tire Monitor Sensors are not learned to a specific vehicle corner. Do not perform a TPM Reset after tire rotation. The TPMS Reset button must only be used during pre-delivery inspection by the dealer to initialize the system (after all tire pressures have been adjusted properly) or when a Tire Pressure Monitor System component is replaced. The J 46079 tool does not work on Vibe TPM sensors. A TPMS relearn on Vibe must be preformed with a Tech 2(R) to set the TPMS Module in learn mode. The TPMS sensor IDs are entered through the Tech 2(R). Refer to SI for further Vibe TPMS information. Labor Operation and Repair Order/Warranty System Claim Required Documentation Important: The ONLY time labor operation E0726 or E0722 should be used is to diagnose for a system issue. That should ONLY occur if, at key ON, without starting the engine, the Tire Pressure Monitor (TPM) blinks for one minute and then stays on solid with a Service Tire Monitor System message (on vehicles equipped with a DIC) If that occurs, a TPM system problem exists and the system will have set a DTC. If one of these operastions is used, the following Repair Order and Warranty System documentation are required: ^ Document the customer complaint on the Repair Order. ^ Document the TPMS DTC that has set on the Repair Order. ^ Enter the TPMS DTC in the Warranty System (WINS) in the Failure Code/DTC field on the claim submission (refer to the Claims Processing Manual, Section IV, Warranty claim Data, Page 6, Item G). If the above information is not documented on the Repair Order and Warranty System, the claim may be rejected. If the Warranty Parts Center (WPC) generates a request, this repair order documentation must be sent back. Page 8246 Page 6609 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 7405 Page 9770 Page 9522 Shift Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 7374 Body Control Module (BCM) C5 Page 2654 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 52 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 9537 Page 12544 Power Steering Fluid Reservoir: Service and Repair Power Steering Reservoir Replacement - Off Vehicle (CB Series) Power Steering Reservoir Replacement - Off Vehicle (CB Series) Disassembly Procedure 1. Place the hydraulic pump (1) on a fixed, flat surface, with the shaft facing upward. 2. Insert a screwdriver into the retaining clip tab (3). 3. Using the screwdriver, force the retaining clip tab (3) outward. 4. Slide the reservoir clip (4) away from the hydraulic pump assembly (1). 5. Repeat the above steps to remove the second reservoir clip (4). 6. Remove the reservoir (2) from the hydraulic pump housing (1). 7. Remove the O-ring seal from the neck of the reservoir (2) or inside the hydraulic pump housing (1). Discard the O-ring seal. Assembly Procedure 1. Lubricate the new O-ring seal with power steering fluid. 2. Install the new O-ring seal onto the neck of the reservoir (2). 3. Install the reservoir (2) onto the hydraulic pump assembly (1). Ensure the reservoir neck is completely engaged onto the hydraulic pump assembly (1). 4. Align the feet of the reservoir with the sides of the hydraulic pump housing. 5. Install the new reservoir retaining clips (4) (supplied with the pump). Ensure the retaining clip tabs (3) fully engage with the hydraulic pump housing (1). Page 271 Page 7865 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Page 5417 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4470 Page 6422 Page 4398 Spark Plug: Specifications Spark Plug Torque Spark Plug Torque ............................................................................................................................... ...................................................... 15 Nm (11 lb. ft.) Page 2701 Page 3920 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 7045 Page 8826 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Diagrams Power Trunk / Liftgate Lock Switch: Diagrams Rear Compartment Lid Ajar Switch Rear Compartment Lid Ajar Switch (With RPO Code 9C1/9C3) Engine Control Module (ECM) Engine Control Module: Description and Operation Engine Control Module (ECM) ENGINE CONTROL MODULE (ECM) DESCRIPTION The engine control module (ECM) interacts with many emission related components and systems, and monitors the emission related components and systems for deterioration. OBD II diagnostics monitor the system performance and a diagnostic trouble code (DTC) sets if the system performance degrades. The malfunction indicator lamp (MIL) operation and the DTC storage are dictated by the DTC type. A DTC is ranked as a Type A or Type B if the DTC is emissions related. Type C is a non-emissions related DTC. The ECM is in the engine compartment. The ECM is the control center of the engine controls system. The ECM controls the following components: - The fuel injection system - The ignition system - The emission control systems - The on-board diagnostics - The A/C and fan systems - The throttle actuation control (TAC) system The ECM constantly monitors the information from various sensors and other inputs, and controls the systems that affect the vehicle performance and the emissions. The ECM also performs diagnostic tests on various parts of the system. The ECM can recognize operational problems and alert the driver via the MIL. When the ECM detects a malfunction, the ECM stores a DTC. The condition area is identified by the particular DTC that is set. This aids the technician in making repairs. ECM Function The engine control module (ECM) can supply 5 volts or 12 volts to the various sensors or switches. This is done through pull-up resistors to the regulated power supplies within the ECM. In some cases, even an ordinary shop voltmeter will not give an accurate reading because the resistance is too low. Therefore, a DMM with at least 10 megaohms input impedance is required in order to ensure accurate voltage readings. The ECM controls the output circuits by controlling the ground or the power feed circuit through the transistors or a device called an output driver module. EEPROM The electronically erasable programmable read only memory (EEPROM) is a permanent memory that is physically part of the engine control module (ECM). The EEPROM contains program and calibration information that the ECM needs in order to control the powertrain operation. Special equipment, as well as the correct program and calibration for the vehicle, are required in order to reprogram the ECM. Data Link Connector (DLC) The data link connector (DLC) is a 16-pin connector that provides the technician a means of accessing serial data for aid in the diagnosis. This connector allows the technician to use a scan tool in order to monitor the various serial data parameters, and display the DTC information. The DLC is located inside of the drivers compartment, underneath the dash. Malfunction Indicator Lamp (MIL) The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle emissions. ECM Service Precautions The engine control module (ECM), by design, can withstand the normal current draws that are associated with the vehicle operations. However, care must be used in order to avoid overloading any of these circuits. When testing for opens or shorts, do not ground or apply voltage to any of the ECM circuits unless the diagnostic procedure instructs you to do so. These circuits should only be tested with a DMM. Emissions Diagnosis For State I/M Programs This OBD II equipped vehicle is designed to diagnose any conditions that could lead to excessive levels of the following emissions: Hydrocarbons (HC) - Carbon monoxide (CO) - Oxides of nitrogen (NOx) - Evaporative emission (EVAP) system losses Should this vehicles on-board diagnostic system (ECM) detect a condition that could result in excessive emissions, the ECM turns ON the malfunction indicator lamp (MIL) and stores a DTC that is associated with the condition. Aftermarket (Add-On) Electrical And Vacuum Equipment Page 1750 Parking Brake Warning Switch: Service and Repair Park Brake Warning Lamp Switch Replacement Removal Procedure 1. Remove the left side instrument panel insulator. 2. Remove the left carpet retainers. 3. Disconnect the electrical connector from the switch. 4. Remove the mounting screw. 5. Remove the parking brake indicator switch (1). Installation Procedure 1. Install the parking brake indicator switch (1). 2. Install the mounting screw. ^ Tighten the mounting screw to 3 N.m (26 lb in). Notice: Refer to Fastener Notice in Cautions and Notices. 3. Connect the electrical connector to the switch. Check the operation of the switch. 4. Install the left carpet retainers. 5. Install the left side instrument panel insulator. Page 2553 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 4937 1. Coat the threads of the ECT sensor with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. 2. Install the ECT sensor. NOTE: Refer to Fastener Notice. Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Install the intake manifold cover, if necessary. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Service and Repair Page 2559 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 11596 Page 7947 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4609 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 3756 up, allowing tire air pressure to increase above the threshold causing the light to go off. Properly adjusting all tire air pressures to the recommended levels will correct this (Refer to the Tire and Loading Information Label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". For more detailed information, refer to Corporate Bulletin Number 07-03-16-004C and TPMS Training Course 13044.12T2. Tire Pressure Light At key on, without starting the vehicle: Steady Solid Glowing TPM Indicator If the TPM indicator appears as a steady glowing yellow lamp (as above), the system is functioning properly and you should add air to the tires to correct this condition. Blinking TPM Indicator If the TPM indicator appears as a BLINKING yellow lamp for one minute and then stays on solid, diagnostic service is needed. The Effect of Outside Temperature on Tire Pressures Important: As a rule of thumb, tire pressure will change about 7kPa (1 psi) for every 6°C (10°F) decrease in temperature - Tire pressure will drop when it gets colder outside, and rise when it gets warmer. Under certain situations such as extreme outside temperature changes, the system may bring on a solid light with a check tire pressure message. This should be considered normal and the system is working properly. The light will turn off upon adding the proper amount of air to the tires (refer to the Tire & Loading Information label in the driver's door opening). When properly adjusting tire air pressure, the following steps are important to help optimize the system and prolong bringing a tire pressure light on: ^ Use an accurate, high quality tire pressure gauge. ^ Never set the tire pressure below the specified placard value regardless of tire temperature or ambient temperature. ^ Tire pressure should be set to the specified placard pressure at the lowest seasonal temperature the vehicle will encounter during operation. Page 5663 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6559 Page 8166 4. Remove the EVAP canister vent solenoid valve bracket bolt. 5. Remove the EVAP canister vent solenoid valve. INSTALLATION PROCEDURE 1. Install the EVAP canister vent solenoid valve. 2. Install the EVAP canister vent solenoid valve bracket bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). Page 8274 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 1586 Page 6636 Body Control Module (BCM) C3 (Part 2) Page 215 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 3175 1. Position the coolant crossover pipe to the cylinder heads. Notice: Refer to Fastener Notice. 2. Install the coolant crossover pipe bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 3. Install the thermal bypass hose to the crossover pipe. 4. Position the thermal bypass hose clamp at the crossover pipe. Page 6913 When the ECM detects a condition with the TAC system, the ECM may enter a reduced engine power mode. Reduced engine power may cause one or more of the following conditions: - Acceleration limiting-The ECM will continue to use the accelerator pedal for throttle control, however, the vehicle acceleration is limited. - Limited throttle mode-The ECM will continue to use the accelerator pedal for throttle control, however, the maximum throttle opening is limited. - Throttle default mode-The ECM will turn OFF the throttle actuator motor and the throttle will return to the spring loaded default position. - Forced idle mode-The ECM will perform the following actions: Limit engine speed to idle by positioning the throttle position, or by controlling the fuel and spark if the throttle is turned OFF. - Ignore the accelerator pedal input. - Engine shutdown mode-The ECM will disable fuel and de-energize the throttle actuator. Page 6138 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 724 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7456 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11881 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 8936 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 2414 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 4795 Conversion - English/Metric (Part 1) Page 9851 Passenger Car Zoning PASSENGER CAR ZONING Page 9325 Page 12128 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2478 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1975 Page 2934 Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Replacement Tire Pressure Sensor Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting. ^ Place the sensors cap and valve on a dry clean surface after removal; the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ When separating the tire bead from the wheel, position the bead breaking fixture 90 degrees from the valve stem. ^ Position the mounting/dismounting head so the tire iron, or pry bar, can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the tire pressure sensor. Installation Procedure 1. Clean any dirt or debris from the grommet sealing area. 2. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 3. Notice: Refer to Component Fastener Tightening Notice in Service Precautions. Install the sensor nut and position the sensor body parallel to the inside wheel surface while tightening. Page 5568 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9297 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 3971 Vehicle Lifting: Service and Repair Suspension Contact Lift VEHICLE LIFTING-SUSPENSION CONTACT LIFT When lifting the vehicle with a suspension-contact lift, place the front post lift points at the lower control arms in the area shown (1). Lift the rear of the vehicle with the rear post lift points ONLY under the rear wheels. Page 9794 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4704 Page 12162 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 991 Locate BCM connector C5 (brown). Open the harness by removing the tape. Locate the purple wire, circuit 5531, connector pin 15. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install the BCM wiring harness clip. Connect the BCM connectors. Install the driver knee bolster and retaining bolts. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the steering column opening filler panel and retaining screws. Tighten Tighten the bolts to 2 N.m (18 lb in). Install the left side closeout/insulator panel and push pin retainers. Program the BCM. Refer to the Body Control Module (BCM) Programming/RPO Configuration in SI. Parts Information Warranty Information Page 11950 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 9785 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1856 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 2483 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1278 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 702 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8496 Conversion - English/Metric (Part 1) Page 109 Conversion - English/Metric (Part 1) Page 3353 Brake Fluid: Fluid Type Specifications HYDRAULIC BRAKE SYSTEM Delco Supreme 11 Brake Fluid or equivalent DOT-3 brake fluid. Page 2101 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4820 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 6605 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9099 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 1299 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8519 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 507 Make certain all tool connections are secure, including the following components and circuits: ^ The RS-232 communication cable port ^ The connection at the data link connector (DLC) ^ The voltage supply circuits DO NOT disturb the tool harnesses while programming. If an interruption occurs during the programming procedure, programming failure or control module damage may occur. DO NOT turn OFF the ignition if the programming procedure is interrupted or unsuccessful. Ensure that all control module and DLC connections are secure and the TIS terminal operating software is up to date. Tech 2 Pass-Thru Method for the Body Control Module (BCM) 1. Verify that there is a battery charge of 12 to 16 volts. The battery must be able to maintain a charge during programming. Use an additional jump battery if necessary. ^ If the vehicle will not start, test and charge the battery. Refer to SI for battery testing and charging information, if required. ^ If the battery will not hold a charge, replace the battery. Do NOT replace the battery unless it can't be charged or a leak and/or physical damage is present. 2. Connect the Tech 2 to the vehicle and the TIS terminal. 3. Turn the ignition to the ON position with the engine OFF. 4. After all warning chimes inside the vehicle have stopped, turn on the Tech 2. 5. On the TIS terminal go into SPS Programming. 6. Select Pass Thru programming. 7. Follow instruction on the TIS terminal. When you get to the Supported Controlers screen. 7.1. Scroll down in the top box and select BCM (Body Control Module). 7.2. In the lower box select Normal. 7.3. Select Next. Important: Vehicles without the Driver Information Center (DIC) and power door locks/windows will have two calibrations from which to choose. A selection is required before you can select NEXT. Select calibration 25814828. Do not select calibration 25788372. 8. Select NEXT when the calibrations screen displays. 9. Follow on-screen prompts until programming is completed. 10. When programming is complete. 10.1. Turn off Tech2(R). 10.2. Turn the ignition switch to the OFF position. 11. Wait 30 seconds. 12. Turn the ignition switch to the ON position with engine OFF. 13. Turn on the Tech2(R). 14. Go into diagnostics and check for DTC codes. 15. Clear all codes. Page 5879 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 9561 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 6209 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 2110 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2037 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 9999 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 12725 2. Connect both front end sensor connectors (2, 5) to each front end sensor (1, 4). 3. Install both CPA's (3, 6) into each front end sensor connector (2, 5). 4. Install the radiator upper air baffle and deflector. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF.Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 2045 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2232 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 11492 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 8762 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Diagrams Pedal Positioning Sensor: Diagrams Brake Pedal Position Sensor Brake Pedal Position Sensor (With RPO Code 9C1/9C3) Page 12196 Page 6170 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 3226 What You Should Do: To limit any possible inconvenience, we recommend that you contact your dealer as soon as possible to schedule an appointment for this repair. By scheduling an appointment, your dealer can ensure that the necessary parts will be available on your scheduled appointment date. Reimbursement: The enclosed form explains what reimbursement is available and how to request reimbursement if you have paid for repairs for this condition. Your request for reimbursement, including the information and documents mentioned on the enclosed form, must be received by GM by February 28, 2011. Because you have already had the hose replaced, you do not need to take your vehicle to your dealer for this repair. If you have any questions or need any assistance to better understand related repairs, please contact your dealer. If you have questions related to a potential reimbursement, please contact the appropriate Customer Assistance Center at the number listed below. We sincerely regret any inconvenience or concern that this situation may cause you. We want you to know that we will do our best, throughout your ownership experience, to ensure that your GM vehicle provides you many miles of enjoyable driving. Scott Lawson Director, Customer and Relationship Services Enclosure 09132 Page 13245 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8240 Page 3206 1. Install the A/C coupling assembly to the A/C refrigerant component. IMPORTANT: Inspect the A/C coupling assembly locking tabs for damage or wear. Replace the A/C coupler assembly if any conditions exist. 2. Close the A/C coupling assembly. IMPORTANT: Ensure that the A/C coupling assembly is latched securely to the A/C refrigerant component. 3. Evacuate and recharge the A/C system. Refer to Refrigerant Recovery and Recharging. 4. Leak test the fittings of the component using J 39400-A. Page 10209 Differential: Service and Repair Final Drive Replacement ^ Tools Required J 42562 Axle Removal Wedge Removal Procedure 1. Remove the case extension housing. 2. Remove the left drive axle from the transaxle. 3. Rotate the differential carrier until the end of the output shaft can be seen and the differential pinion shaft (701) is in a horizontal position. 4. Place the J 42562 between the end of the output shaft and the differential pinion shaft. 5. Using a hammer, hit the end of the axle removal tool in order to compress the output shaft compression ring (512) and push the output shaft through the differential side gear. Page 5131 Body Control Module (BCM) C3 (Part 1) Page 5923 Page 5003 For vehicles repaired under warranty, use the table. Disclaimer Page 9751 2. Connect the automatic shift lock actuator electrical connector. 3. Install the center console. 4. Connect the negative battery cable. Page 12338 Relay Box: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 2656 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 8872 Page 8058 Page 2180 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 12278 Fuse Block - Underhood C4 (Part 2) Page 5304 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5644 Page 907 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 4643 Radiator Cooling Fan Motor Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Module: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 11183 5. Using a micrometer calibrated in thousandths-of-a-millimeter, or ten-thousandths-of-an-inch, measure and record the scoring depth of any grooves present on the rotor friction surfaces. 6. Compare the groove scoring depth recorded to the following specification: Brake rotor maximum allowable scoring: 1.50 mm (0.059 inch) 7. If the brake rotor scoring depth exceeds the specification, or if an excessive amount of scoring is present, the rotor requires refinishing or replacement. Brake Rotor Thickness Measurement Brake Rotor Thickness Measurement Caution: Two different designs of the front brake rotors and front brake pads are used on this vehicle. Do NOT interchange first design and second design parts, or a loss of braking and personal injury could occur. Caution: Refer to Brake Dust Caution in Service Precautions. 1. If the inboard friction surface of the brake rotor is not accessible, reposition and support the caliper with the brake pads. Refer to Brake Pads Replacement - Front and/or Brake Pads Replacement - Rear. 2. Clean the friction surfaces of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner. 3. Using a micrometer calibrated in thousandths-of-a-millimeter, or ten-thousandths-of-an-inch, measure and record the thickness of the brake rotor at four or more points, evenly spaced around the rotor. Ensure that the measurements are only taken within the friction surfaces and that the micrometer is positioned the same distance from the outer edge of the rotor, about 13 mm (1/2 inch), for each measurement. 4. Compare the lowest thickness measurement recorded to the specifications listed in Disc Brake Component Specifications. 5. If the lowest thickness measurement of the brake rotor is above the minimum allowable thickness after refinishing specification, the rotor may be able to be refinished, depending upon surface and wear conditions which may be present. 6. If the lowest thickness measurement of the brake rotor is at or below the minimum allowable thickness after refinishing specification, the rotor may not be refinished. 7. If the lowest thickness measurement of the brake rotor is at or below the discard thickness specification, the rotor requires replacement. Brake Rotor Thickness Variation Measurement Brake Rotor Thickness Variation Measurement Caution: Refer to Brake Dust Caution in Service Precautions. Important: Any disc brake rotor that exhibits thickness variation exceeding the maximum acceptable level must be refinished or replaced. Thickness variation exceeding the maximum acceptable level can cause brake pulsation. 1. If the inboard friction surface of the brake rotor is not accessible, reposition and support the caliper with the brake pads. Refer to Brake Pads Replacement - Front and/or Brake Pads Replacement - Rear. 2. Clean the friction surfaces of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner. Page 267 Page 3291 12. Remove the right side engine mount bracket bolts. 13. Remove the right side engine mount and bracket from the vehicle. 14. Disconnect the power steering cooler pipe/hose from the gear. 15. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 16. Disconnect the power steering cooler pipe/hose from the return line. 17. Remove the power steering cooler pipe/hose assembly from the vehicle. 18. Connect the power steering cooler pipe/hose to the return line and install clamp. 19. Connect the power steering cooler pipe/hose to the gear. 20. Install the right side engine mount with the bracket to the vehicle. 21. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb-ft.). 22. Raise the rear of the frame (cradle) using an adjustable jackstand. 23. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb-ft). 24. Remove the adjustable jackstand from under the frame. 25. Lower the transmission and remove support~. Page 5219 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 4405 4. Install the left side spark plug wires to the spark plugs, if required. 5. Install the intake manifold cover, if required. 6. Install the air cleaner outlet duct, if required. Page 1983 Page 6144 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 8252 Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Page 9281 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7520 Page 6467 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 5522 Page 8409 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11107 Brake Caliper: Service and Repair Brake Caliper Overhaul - Front Brake Caliper Overhaul - Front Tools Required ^ J8092 Universal Driver Handle 3/4 inch-10 ^ J45863 Boot Seal Installer Caution: Refer to Brake Fluid Irritant Caution. Disassembly Procedure 1. Drain all the brake fluid from the caliper. 2. Caution: Do not place your fingers in front of the piston in order to catch or protect the piston while applying compressed air. This could result in serious injury. Important: In the following service procedure, the caliper piston may become damage when it is removed from the brake caliper assembly. If this happens, DO NOT reuse the piston. Discard and replaced with new. Install the brake caliper in a suitable holding devise. 3. Insert a piece of wood in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compressed filtered, non-lubricated air, apply the air to the remove the pistons from the brake caliper. Page 10268 Automatic Transmission Fluid Pressure Manual Valve Position Switch Connector, Wiring Harness Side Page 9141 Page 7492 2. Connect the ECM electrical connectors (2). 3. Install the air cleaner assembly. 4. Install the left front inner fender brace. 5. Connect the negative battery cable. 6. Program the new ECM. Refer to Control Module References. See: Testing and Inspection/Programming and Relearning Page 5268 Page 1899 Page 9388 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Page 9878 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 7461 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2051 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 759 Page 6080 Page 5984 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 9610 Page 2440 Throttle Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 3836 Page 10933 Page 11599 Page 9257 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10212 3. Install the drive axle retainer rings (509) to the output shaft (510). 4. Hold the front differential carrier in place and carefully install the output shaft to the transmission through the left wheel opening. 5. Install the case extension housing. Refer Case Extension Housing Replacement. 6. Install left drive axle to the transaxle. Page 7310 Page 1995 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 2816 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 21 Page 5207 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 2012 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 8982 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Specifications Brake Pad: Specifications Front Brake Pads (16 inch and 17 inch) Taper ................................................................................................................................................... ............................................. 0.15 mm (0.006 inch) Rear Brake Pads Taper ................................................................................................................................................... ............................................. 0.15 mm (0.006 inch) Page 10397 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8995 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8898 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Steering - Steering Column Clunking When Turning Steering Shaft: All Technical Service Bulletins Steering - Steering Column Clunking When Turning TECHNICAL Bulletin No.: 01-02-32-001P Date: November 25, 2009 Subject: Clunk Felt/Noise Heard From Steering Column, Steering Gear and/or Front Of Vehicle During Turning Maneuver and/or Steering Wheel Rotation (Replace Intermediate Shaft As Directed) Models: 2001-2004 Buick Regal 2005-2008 Buick Allure (Canada Only), LaCrosse 2000-2008 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to add the 2008 Buick LaCrosse/Allure. Please discard Corporate Bulletin Number 01-02-32-001O (Section 02 - Steering). Condition Some customers may comment on a clunk type noise coming from the front of the vehicle while driving during a turning maneuver. This condition may also be felt through the steering wheel when the vehicle is stationary and the wheel is rotated from steering stop to steering stop. Some vehicles may only exhibit the noise once for every 360° of wheel rotation. On all other vehicles, this clunk noise will be noticed during low speed acceleration or deceleration, typically in light turns of the steering wheel or when applying/releasing the brakes. Cause This condition may be caused by a "slip stick" condition of the steering intermediate shaft resulting in the clunk noise or feel through the steering wheel. Diagnostic Tip Important This condition is commonly misdiagnosed as originating in the steering gear and has resulted in the replacement of numerous steering gears without correcting the concern. Attempt to duplicate the customer's concern and isolate the I-shaft by following the procedure below: 1. Locate a large area (parking lot) where the vehicle can be turned in a tight circle. 2. Turn the steering wheel to the right and/or left all the way to the steering lock, then off the steering lock a 1/4 turn. 3. Drive the vehicle approximately 5 km/h (3 mph) in a circle, preferably over rough pavement or seams on the road surface. 4. Drive the vehicle straight ahead at idle speed while applying and releasing the brake pedal. Listen/feel the steering wheel for the clunk/noise condition. 5. If a clunk is felt in the steering wheel, the MOST likely cause is the I-shaft - not the steering gear. Continue with the correction. Page 35 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8049 Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel. 3. Disconnect the vehicle speed sensor (VSS) electrical connector. 4. Remove the VSS bolt (9). 5. Remove the VSS (10) from the extension case. 6. Remove the O-ring (11) from the VSS (10). Installation Procedure Wheels/Tires - Refinishing Aluminum Wheels Wheels: All Technical Service Bulletins Wheels/Tires - Refinishing Aluminum Wheels INFORMATION Bulletin No.: 99-08-51-007E Date: March 17, 2011 Subject: Refinishing Aluminum Wheels Models: 2012 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add additional model years. Please discard Corporate Bulletin Number 99-08-51-007D (Section 08 - Body and Accessories). This bulletin updates General Motor's position on refinishing aluminum wheels. GM does not endorse any repairs that involve welding, bending, straightening or re-machining. Only cosmetic refinishing of the wheel's coatings, using recommended procedures, is allowed. Evaluating Damage In evaluating damage, it is the GM Dealer's responsibility to inspect the wheel for corrosion, scrapes, gouges, etc. The Dealer must insure that such damage is not deeper than what can be sanded or polished off. The wheel must be inspected for cracks. If cracks are found, discard the wheel. Any wheels with bent rim flanges must not be repaired or refinished. Wheels that have been refinished by an outside company must be returned to the same vehicle. The Dealer must record the wheel ID stamp or the cast date on the wheel in order to assure this requirement. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. Aluminum Wheel Refinishing Recommendations - Chrome-plated aluminum wheels Re-plating these wheels is not recommended. - Polished aluminum wheels These wheels have a polyester or acrylic clearcoat on them. If the clearcoat is damaged, refinishing is possible. However, the required refinishing process cannot be performed in the dealer environment. Refer to Refinisher's Responsibility - Outside Company later in this bulletin. - Painted aluminum wheels These wheels are painted using a primer, color coat, and clearcoat procedure. If the paint is damaged, refinishing is possible. As with polished wheels, all original coatings must be removed first. Media blasting is recommended. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for the re-painting of this type of wheel. - Bright, machined aluminum wheels These wheels have a polyester or acrylic clearcoat on them. In some cases, the recessed "pocket" areas of the wheel may be painted. Surface refinishing is possible. The wheel must be totally stripped by media blasting or other suitable means. The wheel should be resurfaced by using a sanding process rather than a machining process. This allows the least amount of material to be removed. Important Do not use any re-machining process that removes aluminum. This could affect the dimensions and function of the wheel. Painting is an option to re-clearcoating polished and bright machined aluminum wheels. Paint will better mask any surface imperfections and is somewhat more durable than clearcoat alone. GM recommends using Corsican SILVER WAEQ9283 for a fine "aluminum-like" look or Sparkle SILVER WA9967 for a very bright look. As an option, the body color may also be used. When using any of the painting options, it is recommended that all four wheels be refinished in order to maintain color uniformity. Refer to GM Aluminum Refinishing Bulletin #53-17-03A for specific procedures and product recommendations. Refinisher's Responsibility - Outside Company Important Some outside companies are offering wheel refinishing services. Such refinished wheels will be permanently marked by the refinisher and are warranted by the refinisher. Any process that re-machines or otherwise re-manufactures the wheel should not be used. A refinisher's responsibility includes inspecting for cracks using the Zyglo system or the equivalent. Any cracked wheels must not be refinished. No welding, hammering or reforming of any kind is allowed. The wheel ID must be recorded and follow the wheel throughout the process in order to assure that the same wheel is returned. A plastic media blast may be used for clean up of the wheel. Hand and/or lathe sanding of the machined surface and the wheel window is allowed. Material removal, though, must be kept to a minimum. Re-machining of the wheel is not allowed. Paint and/or clear coat must not be present on the following surfaces: the nut chamfers, the wheel mounting surfaces and the wheel pilot hole. The refinisher must permanently ID stamp the wheel and warrant the painted/clearcoated surfaces for a minimum of one year or the remainder of the new vehicle warranty, whichever is Testing and Inspection Radiator Cap: Testing and Inspection Pressure Cap Testing Tools Required ^ J24460-01 Cooling System Pressure Tester ^ J42401 Radiator Cap/Surge Tank Test Adapter 1. Caution: To avoid being burned, do not remove the radiator cap or surge tank cap while the engine is hot. The cooling system will release scalding fluid and steam under pressure if radiator cap or surge tank cap is removed while the engine and radiator are still hot. Remove the pressure cap. 2. Wash the pressure cap sealing surface with water. 3. Use the J24460-01 (1) with J42401 (2) in order to test the pressure cap. 4. Test the pressure cap for the following conditions: ^ Pressure release when the J24460-01 exceeds the pressure rating of the pressure cap. ^ Maintain the rated pressure for at least 10 seconds. Note the rate of pressure loss. 5. Replace the pressure cap under the following conditions: ^ The pressure cap does not release pressure which exceeds the rated pressure of the cap. ^ The pressure cap does not hold the rated pressure. Page 2132 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9103 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 5567 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 7923 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Brake Dust Accumulation/Pitting Bulletin No.: 04-03-10-012B Date: February 01, 2008 INFORMATION Subject: Pitting and Brake Dust on Chrome wheels Models: 2008 and Prior GM Passenger Cars and Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-012A (Section 03 - Suspension). Analysis of Returned Wheels Chrome wheels returned under the New Vehicle Limited Warranty for pitting concerns have recently been evaluated. This condition is usually most severe in the vent (or window) area of the front wheels. This "pitting" may actually be brake dust that has been allowed to accumulate on the wheel. The longer this accumulation builds up, the more difficult it is to remove. Cleaning the Wheels In all cases, the returned wheels could be cleaned to their original condition using GM Vehicle Care Cleaner Wax, P/N 12377966 (in Canada, P/N 10952905). When using this product, you should confine your treatment to the areas of the wheel that show evidence of the brake dust build-up. This product is only for use on chromed steel or chromed aluminum wheels. Parts Information Warranty Information Wheel replacement for this condition is NOT applicable under the terms of the New Vehicle Limited Warranty. Disclaimer Page 7099 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2645 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 2135 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4498 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Junction Block Replacement - Accessory Wiring Fuse Block: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 7311 Page 1936 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11716 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 10651 323 - Line Pressure Relief Valve Spring 324 - Line Pressure Relief Valve 325 - Line Pressure Relief Valve Spring Retainer 326 - TCC Regulator Apply Valve Spring 327 - TCC Regulator Apply Valve-Some Models have touch activated Power 327 - TCC Regulator Apply Valve-Some Models have touch activated Power 328 - TCC Regulator Apply Valve Bore Plug O-Ring Seal 329 - TCC Regulator Apply Valve Bore Plug 334 - TCC PWM Solenoid Valve Assembly 335 - TCC Control Valve 336 - TCC Control Valve Spring Control Valve Body Assembly-(2 of 2) Control Valve Body Assembly 301 - Machined Control Valve Body 314a - 1-2 Accumulator Valve Retainer 314b - 4-3 Manual Downshift Valve Retainer 314c - 2-3 Shift Solenoid Valve Retainer 315b - 2-3 Shift Solenoid Valve Assembly 316 - O-Ring Seal 339 - 1-2 Accumulator Valve Bore Plug 340 - 3-4 Accumulator Valve Spring 341 - 3-4 Accumulator Valve-Some Models have touch activated Power 341 - 3-4 Accumulator Valve-Some Models have touch activated Power 342 - 2-3 Accumulator Valve Bore Plug Retainer 343 - 2-3 Accumulator Valve Bore Plug 344 - 2-3 Accumulator Valve 345 - 2-3 Accumulator Valve Bushing 346 - 2-3 Accumulator Valve Spring 350 - 1-2 Accumulator Valve 351 1-2 Accumulator Valve Spring 353 - 3-2 Manual Downshift Valve Retainer Page 7307 Page 10249 1. Install the TOC hoses to the vehicle. 2. Connect the TOC hoses to the radiator support retainer. 3. Connect the TOC inlet hose to the radiator. 4. Connect the TOC inlet hose to the transaxle. 5. Connect the TOC outlet hose to the transaxle. 6. Notice: Refer to Fastener Notice. Install the TOC hose retainer and the bolt. Tighten the bolt to 25 Nm (18 ft. lbs.). 7. Lower the vehicle. 8. Connect the TOC outlet hose to the top side of the radiator. 9. Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid, shift complaints, and possible damage to the transaxle. Adjust the fluid level. Refer to the following procedures: ^ Transmission Fluid Checking Procedure ^ Fluid and Lubricant Recommendations Page 1375 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Service and Repair Oil Pressure Sensor: Service and Repair Engine Oil Pressure Sensor and/or Switch Replacement Removal Procedure 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the oil pressure sensor heat shield nut and shield. 3. Disconnect the engine oil pressure sensor electrical connector (1). Page 226 4.2. Release the back end of the connector (C) and remove from the contact rail (D). 4.3. M00-01: Disconnect pin 39, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.4. M02-04: Disconnect pin 58, cut off the cable terminal and insulate the end using tape (E). Fold back the cable and secure using tape (F). 4.5. Assemble the contact rail and end. 4.6. Connect connector (A) and secure the cable using a cable tie (B). 5. Assemble the gear shift housing (A). AUT: Connect connector (B). 6. Assemble the center console, see WIS - Body - Interior. 7. Remove the OnStar(R) control module and secure the cable harness: 7.1. 5D: Remove the right-hand cover from the luggage compartment floor. Page 2009 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 8500 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5231 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 1412 Inflatable Restraint Sensing And Diagnostic Module (With RPO Code AY1) (Part 1) Page 13225 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Tires - Slight/Mild Edge Feathering Information Tires: Technical Service Bulletins Tires - Slight/Mild Edge Feathering Information INFORMATION Bulletin No.: 07-03-10-008B Date: August 13, 2009 Subject: Information on Slight or Mild Tire Feathering and Recommended Practices (Normal Tire Wear Condition) Models: 2006-2010 GM Passenger Cars and Light Duty Trucks (including Saturn) 2006-2010 HUMMER H2, H3 2006-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 07-03-10-008A (Section 03 - Suspension). This bulletin provides information regarding the normal tire wear condition of slight or mild tire feathering and recommended practices. If a vehicle comes into a dealership with a concern of slight or mild feathering-type wear on the tires, review with the customer their past tire rotation history. Tires should be rotated every 8,000 to 13,000 km (5,000 to 8,000 mi) for applicable vehicles with tires where a tire rotation is possible or recommended. Refer to Corporate Bulletin Number 05-03-10-015B for information on tire rotation for vehicles with different front/rear tire/wheel sizes. SOME TIRE FEATHERING IS A NORMAL PART OF TIRE WEAR AND THROUGH PROPER TIRE ROTATION AND INFLATION, THIS TIRE WEAR CAN BE MINIMIZED AND TIRE LIFE MAXIMIZED. If the customer has not rotated the tires within the last 8,000 to 13,000 km (5,000 to 8,000 mi), a tire rotation in the modified X-pattern is necessary to clean-up the feathering, rather than placing the vehicle on the alignment machine. Disclaimer Page 9068 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 9761 Page 13039 Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Page 7309 Page 652 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 13136 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 7812 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 11538 Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Case Replacement Ignition Lock Cylinder Case Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the ignition lock cylinder. 3. Remove the ignition switch. 4. Remove the steering column tilt head components. 5. Remove the turn signal switch housing. 6. Remove the turn signal and multifunction switch assembly only. Page 2769 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Page 861 Arrows and Symbols ARROWS AND SYMBOLS Page 1706 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 5076 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 265 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 3537 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 3449 13. Remove the LF door trim panel (2). 14. Remove the CPA (3) from the SIS - left connector (4). 15. Remove the SIS - left connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS - left, go to step 3. To enable the seat belt retractor pretensioner - LF, go to step 5. 3. Install the SIS - left connector (4) to the SIS (2). 4. Install the CPA (3) to the SIS - left connector (4). 5. Install the LF door trim panel (2). Page 8139 3. Connect the camshaft position actuator magnet electrical connector (2) 4. Install the intake manifold cover. Page 10437 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 13069 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 12654 Note - Two holes will be drilled for retro-fitting 2006 cradles with 2007 cooler pipe. - Technician will need to remove one clip from cooler pipe on top and replace with isolator and move the other to the front face of the cradle (and replace with isolator). - Technician will need to glue down the two isolators with Instant Adhesive-Gel, P/N 12345632 (US(, 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the vehicle to capture the power steering fluid when disconnecting the power steering return line. 3. Remove the air deflector. 4. Remove the power steering cooler pipe/hose from the retaining clips on the frame. 5. Disconnect both stabilizer shaft links from the shaft. 6. Remove the left side engine mount lower nuts from the frame. Page 2484 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 8897 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 789 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 147 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 7919 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 11713 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2029 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 7824 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 6684 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9065 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5947 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2827 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2482 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9881 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9009 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Diagram Information and Instructions Fuse Block: Diagram Information and Instructions Electrical Symbols Page 9300 Page 7733 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). A/T Control - DTC P0756 Diagnostic Tips Channel Plate: All Technical Service Bulletins A/T Control - DTC P0756 Diagnostic Tips INFORMATION Bulletin No.: 01-07-30-036H Date: January 29, 2009 Subject: Diagnostic Tips for Automatic Transmission DTC P0756, Second, Third, Fourth Gear Start Models: 2009 and Prior GM Passenger Cars and Light Duty Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with 4L60-E, 4L65-E or 4L70E Automatic Transmission (RPOs M30, M32 or M70) Supercede: This bulletin is being revised to add the 2009 model year and add details regarding spacer plates. Please discard Corporate Bulletin Number 01-07-30-036G (Section 07 - Transmission/Transaxle). Some dealership technicians may have difficulty diagnosing DTC P0756, 2-3 Shift Valve Performance on 4L60-E, 4L65-E or 4L70E automatic transmissions. As detailed in the Service Manual, when the PCM detects a 4-3-3-4 shift pattern, DTC P0756 will set. Some customers may also describe a condition of a second, third or fourth gear start that may have the same causes but has not set this DTC yet. Below are some tips when diagnosing this DTC: ^ This is a performance code. This means that a mechanical malfunction exists. ^ This code is not set by electrical issues such as a damaged wiring harness or poor electrical connections. Electrical problems would cause a DTC P0758, P0787 or P0788 to set. ^ The most likely cause is chips/debris plugging the filtered AFL oil at orifice # 29 on the top of the spacer plate (48). This is a very small hole and is easily plugged by a small amount of debris. It is important to remove the spacer plate and inspect orifice # 29 and the immediate area for the presence of chips/debris. Also, the transmission case passage directly above this orifice and the valve body passage directly below should be inspected and cleaned of any chips/debris. For 2003 and newer vehicles the spacer plate should be replaced. The service replacement spacer plate is a bonded style with gaskets and solenoid filter screens bonded to the spacer plate. These screens can help to prevent plugging of orifice # 29 caused by small debris or chips. ^ This code could be set if the 2-3 shift valve (368) were stuck or hung-up in its bore. Inspect the 2-3 shift valve (368) and the 2-3 shuttle valve (369) for free movement or damage and clean the valves, the bore and the valve body passages. ^ This code could be set by a 2-3 shift solenoid (367b) if it were cracked, broken or leaking. Refer to Shift Solenoid Leak Test in the appropriate Service Manual for the leak test procedure. Based on parts return findings, a damaged or leaking shift solenoid is the least likely cause of this condition. Simply replacing a shift solenoid will not correct this condition unless the solenoid has been found to be cracked, broken or leaking. It is important to also refer to the appropriate Service Manual or Service Information (SI) for further possible causes of this condition. Disclaimer Page 8309 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 11148 WARRANTY INFORMATION Page 9177 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 3387 1. Install the oil filter. 2. Notice: Refer to Fastener Notice. Install the oil pan drain bolt. Tighten the bolt to 26 Nm (19 ft. lbs.). 3. Lower the vehicle. 4. Fill the engine with oil to the appropriate level. 5. Start engine and inspect for leaks. Diagram Information and Instructions Air Flow Meter/Sensor: Diagram Information and Instructions Electrical Symbols Service and Repair Idler Pulley: Service and Repair Drive Belt Idler Pulley Replacement Removal Procedure 1. Loosen the required drive belt idler pulley bolt. 2. Remove the drive belt. 3. Remove the drive belt idler pulley. Installation Procedure 1. Install the drive belt idler pulley. 2. Install the drive belt. 3. Notice: Refer to Fastener Notice. Description and Operation Fuel Pressure Regulator: Description and Operation FUEL PRESSURE REGULATOR The fuel pressure regulator is a diaphragm operated relief valve. The fuel pump pressure is on one side of the regulator and the regulator spring pressure is on the other side. The function of the fuel pressure regulator is to maintain a constant fuel pressure under all of the operating conditions. The pressure regulator DOES NOT compensate for the engine load by increasing the fuel pressure as the engine intake manifold vacuum drops. The vent on the fuel pressure regulator is an atmospheric vent only. The fuel pressure regulator is mounted on the fuel sender assembly. Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................... 1.02 mm (0.040 in.) Page 12117 Page 5966 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Locations Fuel Pump Relay: Locations Location View Page 1274 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 4118 Engine Mount: Service and Repair Engine Mount Strut Bracket Replacement - Left Engine Mount Strut Bracket Replacement - Left Removal Procedure 1. Remove the engine mount strut. 2. Remove the engine harness clip (2) from the strut bracket. 3. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Remove the air conditioning (A/C) compressor front bolt/nut. Page 7154 Page 10009 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Diagrams Ignition Control Module (ICM) Page 10433 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8798 Page 10996 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect and reposition the electrical connectors from the following: ^ If equipped internal mode switch ^ 2 - 3 Shift solenoid valve assembly (315B) ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) 3. Important: Do NOT remove the bolt (205) that holds the oil pump together. Remove the oil pump bolts (206,207). 4. Remove the oil pump (200) from the valve body (300). Page 13082 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 4891 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 6283 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 12702 24. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (4) ^ A pin hole (2) for the centering pin-Note the location of the pin hole. ^ An alignment mark (3) on the flush rotor flange cuff (4) for installation ^ A foam ring (1) 25. Remove the connector from the sensor. 26. Remove the sensor from the adapter and bearing assembly. 27. To install the sensor, proceed to step 21 in the installation procedure. Installation Procedure 1. Important: If reusing the existing sensor, no centering of the sensor is required. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on your right. From the technicians point of view, the BACK of the sensor (2) connector will be on your left. 3. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 4. Install the connector to the sensor. 5. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (4) ^ A pin hole (7) for the centering pin-Note the location of the pin hole. ^ A flushed rotor flange cuff (6) ^ An alignment mark (5) for installation 6. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ A foam ring (3) Page 8562 Fuel Return Line: Service and Repair FUEL HOSE/PIPES REPLACEMENT - CHASSIS REMOVAL PROCEDURE IMPORTANT: Clean the fuel connection and surrounding areas prior to disconnecting the lines in order to avoid possible system contamination. 1. Remove the air cleaner outlet duct. 2. Remove the brake master cylinder and reposition. 3. Relieve the fuel system pressure. Refer to Fuel Pressure Relief Procedure. 4. Disconnect the fuel feed line (1) from the fuel rail. 5. Open the fuel/brake pipe retainers (1). 6. Remove the fuel feed line from the fuel/brake pipe retainers (1). 7. Raise and support the vehicle. Refer to Vehicle Lifting. Page 7639 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 9645 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: Customer Interest OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 2804 Page 9057 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 11718 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6579 Conversion - English/Metric (Part 1) Page 32 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7789 Page 398 Page 10221 Fluid - A/T: Technical Service Bulletins A/T - Water Or Coolant Contamination Information INFORMATION Bulletin No.: 08-07-30-035B Date: November 01, 2010 Subject: Information on Water or Ethylene Glycol in Transmission Fluid Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks with Automatic Transmission Supercede: This bulletin is being revised to update model years. Please discard Corporate Bulletin Number 08-07-30-035A (Section 07 - Transmission/Transaxle). Water or ethylene glycol in automatic transmission fluid (ATF) is harmful to internal transmission components and will have a negative effect on reliability and durability of these parts. Water or ethylene glycol in ATF will also change the friction of the clutches, frequently resulting in shudder during engagement or gear changes, especially during torque converter clutch engagement. Indications of water in the ATF may include: - ATF blowing out of the transmission vent tube. - ATF may appear cloudy or, in cases of extreme contamination, have the appearance of a strawberry milkshake. - Visible water in the oil pan. - A milky white substance inside the pan area. - Spacer plate gaskets that appear to be glued to the valve body face or case. - Spacer plate gaskets that appear to be swollen or wrinkled in areas where they are not compressed. - Rust on internal transmission iron/steel components. If water in the ATF has been found and the source of the water entry has not been identified, or if a leaking in-radiator transmission oil cooler is suspected (with no evidence of cross-contamination in the coolant recovery reservoir), a simple and quick test kit is available that detects the presence of ethylene glycol in ATF. The "Gly-Tek" test kit, available from the Nelco Company, should be obtained and the ATF tested to make an accurate decision on the need for radiator replacement. This can help to prevent customer comebacks if the in-radiator transmission oil cooler is leaking and reduce repair expenses by avoiding radiator replacement if the cooler is not leaking. These test kits can be obtained from: Nelco Company Test kits can be ordered by phone or through the website listed above. Orders are shipped standard delivery time but can be shipped on a next day delivery basis for an extra charge. One test kit will complete 10 individual fluid sample tests. For vehicles repaired under warranty, the cost of the complete test kit plus shipping charges should be divided by 10 and submitted on the warranty claim as a net item. The transmission should be repaired or replaced based on the normal cost comparison procedure. Important If water or coolant is found in the transmission, the following components MUST be replaced. - Replace all of the rubber-type seals. - Replace all of the composition-faced clutch plates and/or bands. - Replace all of the nylon parts. - Replace the torque converter. - Thoroughly clean and rebuild the transmission, using new gaskets and oil filter. Important The following steps must be completed when repairing or replacing. Flush and flow check the transmission oil cooler using J 45096. Refer to Corporate Bulletin Number 02-07-30-052F- Automatic Transmission Oil Cooler Flush and Flow Test Essential Tool J 45096 TransFlow. - Thoroughly inspect the engine cooling system and hoses and clean/repair as necessary. Page 8844 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 782 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 10252 6. Install the cooler line into the quick connect fitting. 7. Insert the cooler line end into the quick connect fitting until a click is either heard or felt. 8. Important: Only the transaxle side of the cooler line has a plastic cap. Do not use the plastic cap on the cooler line in order to install the cooler line into the fitting. 9. Pull back sharply on the cooler line in order to ensure that the cooler line is fastened into the quick connect fitting. 10. Important: Do not manually depress the retaining clip when installing the plastic cap. Position (snap) the plastic cap onto the fitting. Do not manually depress the retaining ring when installing the plastic cap onto the quick connect fitting. 11. Ensure that the plastic cap is fully seated against the fitting. Page 2787 Page 6574 Page 12068 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1245 Page 3157 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Page 8980 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 8925 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 204 Page 7117 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 2324 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Body Control System Body Control Module: Description and Operation Body Control System BODY CONTROL SYSTEM DESCRIPTION AND OPERATION The body control system consists of the body control module (BCM), communications, and various input and outputs, some outputs and messages requesting other modules to interact with the BCM. Battery positive voltage is provided to the BCM from the BCM fuse in the underhood fuse block. The module has two grounds at G202. The BCM is wired to the GMLAN High speed serial data buss and the GMLAN Low speed serial data buss and acts as a gateway between them. The BCM also has discrete input and output terminals to control the vehicle's body functions. If the BCM does not communicate the vehicle will not start due to the inability of the Engine/Powertrain Control Module (ECM/PCM) and Vehicle Theft Deterrent (VTD) Control Module to communicate without the BCM providing the gateway function. Power Mode Master This vehicles BCM functions as the power mode master (PMM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. Refer to Power Mode Description and Operation for a complete description of power mode functions. Serial Data Gateway The BCM in this vehicle functions as a gateway or translator. The purpose of the gateway is to translate serial data messages between the GMLAN high speed buss and the GMLAN low speed buss for communication between the various modules. The gateway will interact with each network according to that network's transmission protocol. All communication between the BCM and scan tools is on the High speed GMLAN serial data circuits. A lost communication DTC typically is set in modules other than the module with a communication failure. Body Control Module The various BCM input and output circuits are described in the corresponding functional areas indicated on the BCM electrical schematics. The BCM related systems include, but are not limited to the following: Chimes-Refer to Audible Warnings Description and Operation. - Content theft deterrent-Refer to Theft Systems Description and Operation. - Exterior lighting-Refer to Exterior Lighting Systems Description and Operation. - Instrument cluster indicator control-Refer to Instrument Panel Cluster (IPC) Description and Operation. - Interior lighting-Refer to Interior Lighting Systems Description and Operation. - Power Windows-Refer to Power Windows Description and Operation. - Remote function control-Refer to Keyless Entry System Description and Operation. - Remote Start-Refer to Keyless Entry System Description and Operation. - Retained accessory power (RAP)-Refer to Retained Accessory Power (RAP) Description and Operation. - Seat belt use sensing-Refer to Seat Belt System Description and Operation. - Vehicle theft deterrent-Refer to Vehicle Theft Deterrent (VTD) Description and Operation. - Wiper/Washer System functions-Refer to Wiper/Washer System Description and Operation. Page 6839 Page 4977 8. Install the exhaust crossover pipe heat shield. 9. Install the exhaust crossover pipe heat shield bolts. 10. Install the exhaust manifold shield. 11. Install the exhaust manifold shield bolts. Tighten the bolts to 10 Nm (89 inch lbs.). Page 7610 Page 10564 5. Disconnect the torque converter clutch pulse width modulation (TCC PWM) solenoid electrical connector. 6. Remove the TCC PWM solenoid retaining clip (314F). 7. Remove the TCC PWM solenoid (334). Installation Procedure 1. Install the TCC PWM solenoid (334). 2. Install the TCC PWM solenoid retaining clip (314F). 3. Connect the TCC PWM solenoid electrical connector. 4. Install the oil pump (200) to the valve body (300). Page 4605 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5399 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 7635 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 11995 Specifications Shift Solenoid Valve State and Gear Ratio Page 13235 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3671 Fuse Block - Underhood C2 (Part 1) Page 880 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 10941 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 115 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2130 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 13214 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 12747 9. Remove the connector position assurance (CPA) from the LF/driver side impact module connector (1) located under the front of driver seat. 10. Disconnect the LF side impact module connector (1) from the vehicle harness connector. ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the LF side impact module connector (1) to the vehicle harness connector. 3. Install the CPA lock to the LF side impact module connector (1). 4. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 5. Replace both fuse center covers. 6. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 7. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 9 SIR DISABLING AND ENABLING ZONE 9 DISABLING PROCEDURE IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicle wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Page 12178 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 9772 Page 7397 2. Connect the MDI to the Data Link Connector (DLC) of the vehicle. Note Use the USB port to make the following MDI connection: 3. Connect the MDI to a PC or laptop that has been downloaded with the GDS application from TIS2WEB. Note At least one Diagnostic Package must be installed on the PC to perform diagnostics. If GDS was just installed, select: Add New Diagnostic Package and then select: a Diagnostic Package to download. 4. Click: On the GDS icon on the PC. 5. The Login Page will appear. 6. Select: A User. 7. The ID Screen will appear. 8. Select: The serial number of the MDI being used. 9. Select: Connect. 10. Verify that the system status is ready by observing for a flashing PC light icon on the MDI. 11. Select: Make, Model and Model Year, in order to build the vehicle. 12. Click: Upload VIN, to allow the VIN to be reported to the PC. 13. At: The Verification step, turn ON the ignition, with the engine OFF. 14. Select: Next Action. 15. The Home Page will appear. 16. Select: Next. 17. The Diagnostic Screen will appear. Note Due to vehicle build, software and RPO variations, GDS may ask for additional information in Step 18. 18. Select: Engine ID, if prompted. 19. Select: Module Diagnostics. 20. Select: ECM. 21. Select: ID Information. 22. The Diagnostics page will appear. Typical View of GDS Calibration History Screen Note GDS is capable of displaying up to 10 Calibration History events. 23. Select: Calibration History from the drop down menu in order to display the following items on the screen: - Calibration History Buffer - Number of Calibration History Events Stored - Calibration Part Number History - Calibration Verification Number History 24. Select: Screenshot. 25. Name and save the file in an appropriate folder. 26. Select : Print, and retain a copy of the screenshot with the repair order. Page 7794 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2144 Page 9647 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 2681 7. Remove the park lock cable assembly (1) from the ignition lock cylinder case in the following way: 1 Use a small blade to push against the locking tab on the end of the park lock cable assembly (1). 2 Disconnect the park lock cable assembly (1) from the ignition lock cylinder case. 8. Remove the 3 TORX screws (2) from the ignition lock cylinder case (1). 9. Remove the ignition lock cylinder case (1) from the steering column tilt head assembly. Installation Procedure 1. Align the ignition lock cylinder case (1) with the steering column tilt head assembly. 2. Notice: Refer to Fastener Notice in Service Precautions. Screw the 3 TORX screws (2) into the ignition lock cylinder case (1). Tighten the 3 TORX screws to 7 Nm (62 inch lbs.). Page 5134 Body Control Module (BCM) C4 (Part 2) Page 1997 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 11937 - HVAC Actuator - Inflatable Restraint Sensing and Diagnostic Module (SDM) - Any AIR BAG module - Seatbelt Lap Anchor Pretensioner - Seatbelt Retractor Pretensioner - An SIR system connection or connector condition resulting in the following DTCs being set: B0015, B0016, B0019, B0020, B0022, or B0023 - Powertrain Control Module (PCM) - Remote Control Door Lock Receiver (RCDLR) - Transmission Control Module (TCM) Correction Important DO NOT replace the control module, wiring or component for the following conditions: - The condition is intermittent and cannot be duplicated. - The condition is present and by disconnecting and reconnecting the connector the condition can no longer be duplicated. Use the following procedure to correct the conditions listed above. 1. Install a scan tool and perform the Diagnostic System Check - Vehicle. Retrieve and record any existing history or current DTCs from all of the control modules (refer to SI). ‹› If any DTC(s) are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). ‹› If DTCs are not set, refer to Symptoms - Vehicle to identify the connector(s) of the control module/component which may be causing the condition (refer to SI). 2. When identified, use the appropriate DTC Diagnostics, Symptoms, Schematics, Component Connector End Views and Component Locator documents to locate and disconnect the affected harness connector(s) which are causing the condition. Note Fretting corrosion looks like little dark smudges on electrical terminals and appear where the actual electrical contact is being made. In less severe cases it may be unable to be seen or identified without the use of a magnifying glass. Important DO NOT apply an excessive amount of dielectric lubricant to the connectors as shown, as hydrolock may result when attempting to mate the connectors. Use ONLY a clean nylon brush that is dedicated to the repair of the conditions in this bulletin. 3. With a one-inch nylon bristle brush, apply dielectric lubricant to both the module/component side and the harness side of the affected connector(s). 4. Reconnect the affected connector(s) and wipe away any excess lubricant that may be present. 5. Attempt to duplicate the condition by using the following information: - DTC Diagnostic Procedure - Circuit/System Description - Conditions for Running the DTC - Conditions for Setting the DTC - Diagnostic Aids - Circuit/System Verification ‹› If the condition cannot be duplicated, the repair is complete. ‹› If the condition can be duplicated, then follow the appropriate DTC, Symptom or Circuit/System Testing procedure (refer to SI). Repair Order Documentation Page 2283 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 7888 Page 8642 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2978 Page 6808 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9957 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 7568 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10641 Valve Body Spring and Bore Plug Chart (Metric) Valve Body Spring and Bore Plug Chart (Inch) Engine - Drive Belt Misalignment Diagnostics Drive Belt: Technical Service Bulletins Engine - Drive Belt Misalignment Diagnostics INFORMATION Bulletin No.: 08-06-01-008A Date: July 27, 2009 Subject: Diagnosing Accessory Drive Belt / Serpentine Belt Noise and Availability and Use of Kent-Moore EN-49228 Laser Alignment Tool - Drive Belt Models: 2010 and Prior GM Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 Vehicles 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add a model year and update the Tool Information. Please discard Corporate Bulletin Number 08-06-01-008 (Section 06 - Engine). Background Several aftermarket companies offer laser alignment tools for accessory drive systems that can be very helpful in eliminating drive belt noise as a result of misaligned pulleys. Typically pricing ranges from $160 - $200. EN-49228 Laser Alignment Tool - Drive Belt The GM Tool program has now made available a competitive, simple to use and time-saving laser tool to assist in achieving precise alignment of the drive belt pulleys. This optional tool removes the guesswork from proper pulley alignment and may serve to reduce comebacks from: - Drive Belt Noise - Accelerated Drive Belt Wear - Drive Belt Slippage Instructions The instructions below are specific only to the truck Gen IV V-8 family of engines. These instructions are only for illustrative purposes to show how the tool may be used. Universal instructions are included in the box with the Laser Alignment Tool - Drive Belt. Caution - Do not look directly into the beam projected from the laser. - Use caution when shining the laser on highly polished or reflective surfaces. Laser safety glasses help reduce laser beam glare in many circumstances. - Always use laser safety glasses when using the laser. Laser safety glasses are not designed to protect eyes from direct laser exposure. 1. Observe and mark the serpentine belt orientation. Page 11342 System. 1. Reprogram the electronic brake control module (EBCM), which may be listed as an ABS module in TIS, with updated software calibration. The new service calibration was released with TIS satellite data update, version 11.0 available October 31, 2005. 2. Relearn the tire pressure monitoring system as necessary. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product Claim with the information shown. Refer to the General Motors WINS Claims Processing Manual for details on Product Recall Claim Submission. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through December 31, 2006. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service prior to December 31, 2006, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Page 3547 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1679 Page 4423 Processes shown in the Table 3 are capable of recycling waste engine coolants (DEX-COOL(R) or conventional) to a conventional (green) coolant. Recycling conventional coolant can be accomplished at your facility by a technician using approved EQUIPMENT (listed by model number in Table 3), or by an approved coolant recycling SERVICE which may recycle the coolant at your facility or at an offsite operation. Refer to the table for GM approved coolant recyclers in either of these two categories. Should you decide to recycle the coolant yourself, strict adherence to the operating procedures is imperative. Use ONLY the inhibitor chemicals supplied by the respective (GM approved) recycling equipment manufacturer. Sealing Tablets Cooling System Sealing Tablets (Seal Tabs) should not be used as a regular maintenance item after servicing an engine cooling system. Discoloration of coolant can occur if too many seal tabs have been inserted into the cooling system. This can occur if seal tabs are repeatedly used over the service life of a vehicle. Where appropriate, seal tabs may be used if diagnostics fail to repair a small leak in the cooling system. When a condition appears in which seal tabs may be recommended, a specific bulletin will be released describing their proper usage. Water Quality The integrity of the coolant is dependent upon the quality of DEX-COOL(R) and water. DEX-COOL(R) is a product that has enhanced protection capability as well as an extended service interval. These enhanced properties may be jeopardized by combining DEX-COOL(R) with poor quality water. If you suspect the water in your area of being poor quality, it is recommended you use distilled or de-ionized water with DEX-COOL(R). "Pink" DEX-COOL(R) DEX-COOL(R) is orange in color to distinguish it from other coolants. Due to inconsistencies in the mixing of the dyes used with DEX-COOL(R), some batches may appear pink after time. The color shift from orange to pink does not affect the integrity of the coolant, and still maintains the 5 yr/150,000 mile (240,000 km) service interval. Back Service Only use DEX-COOL(R) if the vehicle was originally equipped with DEX-COOL(R). Page 10881 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Locations Fuel Pump Relay: Locations Location View Page 9044 Crankshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 9041 Page 5191 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2197 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 2688 Page 1799 Page 4766 3. Install the inlet hose to the radiator. 4. Use J38185 in order to reposition and install the hose clamp to the radiator. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Locations Timing Component Alignment Marks: Locations Align the crankshaft timing mark (1) to the timing mark on the bottom of the timing chain tensioner (2). Hold the camshaft sprocket with the timing chain hanging down and install the timing chain to the crankshaft gear. Align the timing mark on the camshaft gear (4) with the timing mark on top of the timing chain tensioner (3). Page 7553 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Body Control System Body Control Module: Description and Operation Body Control System BODY CONTROL SYSTEM DESCRIPTION AND OPERATION The body control system consists of the body control module (BCM), communications, and various input and outputs, some outputs and messages requesting other modules to interact with the BCM. Battery positive voltage is provided to the BCM from the BCM fuse in the underhood fuse block. The module has two grounds at G202. The BCM is wired to the GMLAN High speed serial data buss and the GMLAN Low speed serial data buss and acts as a gateway between them. The BCM also has discrete input and output terminals to control the vehicle's body functions. If the BCM does not communicate the vehicle will not start due to the inability of the Engine/Powertrain Control Module (ECM/PCM) and Vehicle Theft Deterrent (VTD) Control Module to communicate without the BCM providing the gateway function. Power Mode Master This vehicles BCM functions as the power mode master (PMM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. Refer to Power Mode Description and Operation for a complete description of power mode functions. Serial Data Gateway The BCM in this vehicle functions as a gateway or translator. The purpose of the gateway is to translate serial data messages between the GMLAN high speed buss and the GMLAN low speed buss for communication between the various modules. The gateway will interact with each network according to that network's transmission protocol. All communication between the BCM and scan tools is on the High speed GMLAN serial data circuits. A lost communication DTC typically is set in modules other than the module with a communication failure. Body Control Module The various BCM input and output circuits are described in the corresponding functional areas indicated on the BCM electrical schematics. The BCM related systems include, but are not limited to the following: Chimes-Refer to Audible Warnings Description and Operation. - Content theft deterrent-Refer to Theft Systems Description and Operation. - Exterior lighting-Refer to Exterior Lighting Systems Description and Operation. - Instrument cluster indicator control-Refer to Instrument Panel Cluster (IPC) Description and Operation. - Interior lighting-Refer to Interior Lighting Systems Description and Operation. - Power Windows-Refer to Power Windows Description and Operation. - Remote function control-Refer to Keyless Entry System Description and Operation. - Remote Start-Refer to Keyless Entry System Description and Operation. - Retained accessory power (RAP)-Refer to Retained Accessory Power (RAP) Description and Operation. - Seat belt use sensing-Refer to Seat Belt System Description and Operation. - Vehicle theft deterrent-Refer to Vehicle Theft Deterrent (VTD) Description and Operation. - Wiper/Washer System functions-Refer to Wiper/Washer System Description and Operation. Page 8723 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 11657 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 12643 Remove the power steering cooler pipe/hose assembly from the vehicle. Install the power steering cooler pipe/hose assembly to the vehicle. Connect the power steering cooler pipe/hose to the return line and install clamp. Connect the power steering cooler pipe/hose to the gear. Install the right side engine mount and bracket to the vehicle. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 N.m (37 lb-ft). Raise the rear of the frame into place. Install the rear frame bolts. Tighten Tighten the frame bolts to 160 N.m (118 lb-ft). Remove the jackstand from under the frame. Lower the transmission and remove support. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the nuts to 47 N.m (35 lb-ft). Install the right side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb ft). Install the left side engine mount lower nuts to the frame. Tighten Tighten the nuts to 50 N.m (37 lb-ft). Connect both stabilizer shaft links to the shaft. Install the power steering cooler pipe/hose to the retaining clips on the frame. Clean any fluid residue from under the vehicle. Remove the drain pan. Lower the vehicle. Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. Page 7475 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 10050 Page 8758 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 2358 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6425 Page 8479 Page 12121 Page 6315 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 4941 Thermostat: Service and Repair Thermostat Replacement (RPO's LZE/LZ4/LZ9) Removal Procedure 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Remove the air cleaner outlet duct. 3. Reposition the radiator outlet hose clamp at the thermostat housing. 4. Remove the radiator outlet hose from the thermostat housing (3.5L shown, 3.9L similar). 5. Remove the thermostat housing bolt/stud. 6. Remove the thermostat housing and gasket. 7. Remove the thermostat. 8. Clean the gasket surfaces. Page 5298 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 9846 Page 5272 Page 9144 Passenger Car Zoning PASSENGER CAR ZONING Page 9180 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8803 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 9382 Locations Fuel Pump Relay: Locations Location View Page 9821 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1649 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 9462 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7927 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1128 Page 10131 Check and fill the transaxle as necessary. 30. Inspect for fluid leaks. Page 8260 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 8368 Page 12221 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 1048 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 2829 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 451 Global Positioning System Module: Service and Repair COMMUNICATION INTERFACE MODULE REPLACEMENT Page 11406 7. Remove the park lock cable assembly (1) from the ignition lock cylinder case in the following way: 1 Use a small blade to push against the locking tab on the end of the park lock cable assembly (1). 2 Disconnect the park lock cable assembly (1) from the ignition lock cylinder case. 8. Remove the 3 TORX screws (2) from the ignition lock cylinder case (1). 9. Remove the ignition lock cylinder case (1) from the steering column tilt head assembly. Installation Procedure 1. Align the ignition lock cylinder case (1) with the steering column tilt head assembly. 2. Notice: Refer to Fastener Notice in Service Precautions. Screw the 3 TORX screws (2) into the ignition lock cylinder case (1). Tighten the 3 TORX screws to 7 Nm (62 inch lbs.). Page 7752 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 12003 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 9150 Page 11603 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 11834 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11865 Fuse Block - Underhood C4 (Part 1) Page 6974 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1602 Conversion - English/Metric (Part 1) Page 1097 Body Control Module (BCM) C4 (Part 2) Page 5410 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 1727 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 981 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Page 8072 Page 645 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 12297 For vehicles repaired under warranty, use the table. Disclaimer Page 13158 2. Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are removed. Failure to replace these fasteners after they become loose or are removed may cause loss of vehicle control and personal injury. Notice: Refer to Fastener Notice in Service Precautions. Install NEW wheel bearing/hub bolts. Tighten the NEW wheel bearing/hub bolts to 130 Nm (96 ft. lbs.). 3. Install the brake rotor and caliper. 4. Install the front wheel drive shaft nut. Insert a drift on a flat bladed tool into caliper and rotor to prevent the rotor from turning. Tighten the front wheel drive shaft nut to 190 Nm (140 ft. lbs.). 5. Important: Ensure that the connector clip engages the bracket properly. Install the wheel speed sensor electrical connector to the bracket, if equipped. 6. Connect the wheel speed sensor electrical connector (2), if equipped. 7. Install the tire and wheel. 8. Lower the vehicle. Page 1190 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10997 5. Disconnect the torque converter clutch pulse width modulation (TCC PWM) solenoid electrical connector. 6. Remove the TCC PWM solenoid retaining clip (314F). 7. Remove the TCC PWM solenoid (334). Installation Procedure 1. Install the TCC PWM solenoid (334). 2. Install the TCC PWM solenoid retaining clip (314F). 3. Connect the TCC PWM solenoid electrical connector. 4. Install the oil pump (200) to the valve body (300). Locations Transmission Mode Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 9712 Transmission Internal Mode Switch Connector, Wiring Harness Side Page 1230 Page 9391 1. Lubricate the CKP sensor O-ring with clean engine oil. 2. Install the CKP sensor. 3. Install the CKP sensor stud. Tighten the stud to 10 N.m (89 lb in). 4. Connect the CKP sensor electrical connector (4). 5. Lower the vehicle. Page 5392 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 722 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3396 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Page 2814 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4198 ^ The front cover ^ The rear main bearing cap ^ The threaded holes Installation Procedure 1. Apply sealer GM P/N 12378521 (Canadian P/N 88901148) or equivalent to both sides of the crankshaft rear main bearing cap (1). Press the sealer into the gap using a putty knife. 2. Install a NEW oil pan gasket. 3. Position the oil pan to the engine. 4. Notice: Refer to Fastener Notice. Install the oil pan bolts (2). Tighten the bolts to 25 Nm (18 ft. lbs.). 5. Install the left side oil pan side bolts (1). 6. Using the J39505, install the right side oil pan side bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). Page 5942 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 10919 Page 2355 Page 2571 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Capacity Specifications Power Steering Fluid: Capacity Specifications Information not provided by manufacturer. Page 8598 Application Table (Part 2) Location View Location View Page 11755 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6021 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 801 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11187 Brake Rotor/Disc: Service and Repair Brake Rotor Replacement - Front Brake Rotor Replacement - Front Page 8740 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 10239 1. Install the TOC hoses to the vehicle. 2. Connect the TOC hoses to the radiator support retainer. 3. Connect the TOC inlet hose to the radiator. 4. Connect the TOC inlet hose to the transaxle. 5. Connect the TOC outlet hose to the transaxle. 6. Notice: Refer to Fastener Notice. Install the TOC hose retainer and the bolt. Tighten the bolt to 25 Nm (18 ft. lbs.). 7. Lower the vehicle. 8. Connect the TOC outlet hose to the top side of the radiator. 9. Notice: Do NOT overfill the transaxle. The overfilling of the transaxle causes foaming, loss of fluid, shift complaints, and possible damage to the transaxle. Adjust the fluid level. Refer to the following procedures: ^ Transmission Fluid Checking Procedure ^ Fluid and Lubricant Recommendations Page 5595 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 773 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 12739 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back carpet from the front lower right/passenger door pillar to expose the interior fuse center (1), refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. Page 4400 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). Valve Rocker Arm Cover Replacement - Left Valve Cover: Service and Repair Valve Rocker Arm Cover Replacement - Left Valve Rocker Arm Cover Replacement - Left Removal Procedure 1. Partially drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Remove the intake manifold cover. 3. Remove the oil level indicator tube. 4. Disconnect the left spark plug wires from the spark plugs. 5. Remove the spark plug wire harness clip from the heater inlet and outlet front pipe bracket. 6. Reposition the spark plug harness. 7. Remove the positive crankcase ventilation (PCV) foul air tube. Page 2145 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1834 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7001 OnStar(R) - No Power/Inoperative/No LED Emergency Contact Module: All Technical Service Bulletins OnStar(R) - No Power/Inoperative/No LED TECHNICAL Bulletin No.: 05-08-46-001D Date: May 02, 2008 Subject: OnStar(R) Generation 5 or 6 (Digital) System Inoperative/Has No Power, LED Light Not On (Remove/Reinstall OnStar(R) Fuse and Replace VCIM or Follow SI Diagnostics) Models Supercede: This bulletin is being revised to update the information on VCIM ordering instructions in step 3 of the Correction statement. Please discard Corporate Bulletin Number 05-08-46-001C (Section 08 - Body & Accessories). Condition Some customers may comment any or all of the following conditions: ^ The OnStar(R) system may be inoperative. ^ The OnStar(R) system may have no power. ^ The OnStar(R) LED light may not be on. The technician may also not be able to communicate with the OnStar(R) Vehicle Communication Interface Module (VCIM) with a Tech 2(R). Correction Notice: On 2006 Chevrolet Impala and Monte Carlo models, make sure the ignition is OFF and the vehicle has "RAP"ed out prior to removing the OnStar(R) fuse. Disconnecting power to the OnStar(R) module while the ignition is ON may discharge and permanently damage the OnStar(R) back-up battery. Page 8257 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 12711 2. Install the following onto the steering shaft: 1 The steering wheel position sensor (1) Refer to Steering Wheel Position Sensor Centering. 2 The sensor locator (2) 3 The sensor retainer (3) 4 The steering shaft seal (4) 5 The boot seal (5) 3. Install the steering column into the vehicle. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 11546 Each user will be required to accept the following agreement each time the KeyCode application is used. Key Code User Agreement - Key codes are proprietary information belonging to General Motors Corporation and to the vehicle owner. - Unauthorized access to, or use of, key code information is unlawful and may subject the user to criminal and civil penalties. - This information should be treated as strictly confidential and should not be disclosed to anyone unless authorized. I will ensure that the following information is obtained prior to releasing any Key Code information: 1. Government issued picture ID (Drivers License) 2. Registration or other proof of ownership. Registration should have normal markings from the Province that issued the registration and possibly the receipt for payment recorded as well. Important - GM takes this agreement seriously. Each user must be certain of vehicle ownership before giving out key codes. - When the ownership of the vehicle is in doubt, dealership personnel should not provide the information. Key code requests should never be received via a fax or the internet and key codes should never be provided to anyone in this manner. A face to face contact with the owner of the vehicle is the expected manner that dealers will use to release a key code or as otherwise stipulated in this bulletin or other materials. - Key codes should NEVER be sent via a fax or the internet. - Each Dealership should create a permanent file to document all KeyCode Look Up transactions. Requests should be filed by VIN and in each folder retain copies of the following: - Government issued picture ID (Drivers License) - Registration or other proof of ownership. - Copy of the paid customer receipt which has the name of the employee who cut and sold the key to the customer. - Do not put yourself or your Dealership in the position of needing to "explain" a KeyCode Look Up to either GM or law enforcement officials. - Dealership Management has the ability to review all KeyCode Look-Up transactions. - Dealership KeyCode documentation must be retained for two years. Frequently Asked Questions (FAQs) for GM of Canada Dealers How do I request a KeyCode for customer owned vehicle that is not registered? Scrapped, salvaged or stored vehicles that do not have a current registration should still have the ownership verified by requesting the vehicle title, current insurance policy and / or current lien holder information from the customers financing source. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. In these cases, a short description of the vehicle (scrapped, salvaged, etc.) and the dealership location should be kept on file. Any clarifying explanation should be entered into the comments field. How do I document a KeyCode request for a vehicle that is being repossessed? The repossessor must document ownership of the vehicle by providing a court ordered repossession order and lien-holder documents prior to providing key code information. Copies of the repossessors Drivers License and a business card should be retained by the dealership for documentation. What do I do if the registration information is locked in the vehicle? Every effort should be made to obtain complete information for each request. Each Dealership will have to decide on a case by case basis if enough information is available to verify the customer's ownership of the vehicle. Other forms of documentation include vehicle title, insurance policy, and or current lien information from the customers financing source. Dealership Management must be involved in any request without complete information. If you cannot determine if the customer is the owner of the vehicle, do not provide the key code information. Can I get a print out of the information on the screen? It is important to note that the Key Code Look Up Search Results contain sensitive and/or proprietary information. For this reason GM recommends against printing it. If the Search Results must be printed, store and/or dispose of the printed copy properly to minimize the risk of improper or illegal use. Who in the dealership has access to the KeyCode application? Dealership Parts Manager (or assigned management) will determine, and control, who is authorized to access the KeyCode Look Up application. However, we anticipate that dealership parts and service management will be the primary users of the application. The KeyCode Look Up application automatically tracks each user activity session. Information tracked by the system includes: User name, User ID, all other entered data and the date/time of access. Page 8545 Page 8293 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6674 Page 6085 Page 12560 30. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb ft). 31. Remove the adjustable jackstand from under the frame. 32. Lower the transmission and remove the support. 33. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm(35 lb ft). 34. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb ft). Page 854 Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Electrical Symbols Page 12996 up, allowing tire air pressure to increase above the threshold causing the light to go off. Properly adjusting all tire air pressures to the recommended levels will correct this (Refer to the Tire and Loading Information Label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". For more detailed information, refer to Corporate Bulletin Number 07-03-16-004C and TPMS Training Course 13044.12T2. Tire Pressure Light At key on, without starting the vehicle: Steady Solid Glowing TPM Indicator If the TPM indicator appears as a steady glowing yellow lamp (as above), the system is functioning properly and you should add air to the tires to correct this condition. Blinking TPM Indicator If the TPM indicator appears as a BLINKING yellow lamp for one minute and then stays on solid, diagnostic service is needed. The Effect of Outside Temperature on Tire Pressures Important: As a rule of thumb, tire pressure will change about 7kPa (1 psi) for every 6°C (10°F) decrease in temperature - Tire pressure will drop when it gets colder outside, and rise when it gets warmer. Under certain situations such as extreme outside temperature changes, the system may bring on a solid light with a check tire pressure message. This should be considered normal and the system is working properly. The light will turn off upon adding the proper amount of air to the tires (refer to the Tire & Loading Information label in the driver's door opening). When properly adjusting tire air pressure, the following steps are important to help optimize the system and prolong bringing a tire pressure light on: ^ Use an accurate, high quality tire pressure gauge. ^ Never set the tire pressure below the specified placard value regardless of tire temperature or ambient temperature. ^ Tire pressure should be set to the specified placard pressure at the lowest seasonal temperature the vehicle will encounter during operation. Page 13062 of vibration is normally felt more in the "seat of the pants" than the steering wheel. 5. Next, record the Hertz (Hz) reading as displayed by the EVA onto the tire data worksheet found at the end of this bulletin. This should be done after a tire break-in period of at least 16 km (10 mi) at 72 km/h (45 mph) or greater, in order to eliminate any possible tire flat-spotting. This reading confirms what the vehicle vibration frequency is prior to vehicle service and documents the amount of improvement occurring as the result of the various steps taken to repair. Completing the Steering Wheel Shake Worksheet below is required. A copy of the completed worksheet must be saved with the R.O. and a copy included with any parts returned to the Warranty Parts Center for analysis. A reading of 35 to 50 Hz typically indicates a first order propshaft vibration. If this is the situation, refer to Corporate Bulletin Number 08-07-30-044D. Generally, a reading between 10 and 20 Hz indicates a tire/wheel vibration and if this is the reading obtained, continue using this bulletin. If the tire 1st order vibration goes away and stays away during this evaluation, the cause is likely tire flat-spotting. Tire flat-spotting vibration may come and go at any speed over 72 km/h (45 mph) during the first 10 minutes of operation, if vibration continues after 10 minutes of driving at speeds greater than 72 km/h (45 mph), tire flat-spotting can be ruled out as the cause for vibration. 6. If flat-spotting is the cause, provide the explanation that this has occurred due to the vehicle being parked for long periods of time and that the nature of the tire is to take a set. Refer to Corporate Bulletin Number 03-03-10-007E: Information on Tire/Wheel Characteristics (Vibration, Balance, Shake, Flat Spotting) of GM Original Equipment Tires. 7. If the road test indicates a shake/vibration exists, check the imbalance of each tire/wheel assembly on a known, calibrated, off-car dynamic balancer.Make sure the mounting surface of the wheel and the surface of the balancer are absolutely clean and free of debris. Be sure to chose the proper cone/collet for the wheel, and always use the pilot bore for centering. Never center the wheel using the hub-cap bore since it is not a precision machined surface. If any assembly calls for more than 1/4 ounce on either rim flange, remove all balance weights and rebalance to as close to zero as possible. If you can see the vibration (along with feeling it) in the steering wheel (driving straight without your hands on the wheel), it is very likely to be a tire/wheel first order (one pulse per revolution) disturbance. First order disturbances can be caused by imbalance as well as non-uniformities in tires, wheels or hubs. This first order frequency is too low for a human to hear, but if the amplitude is high enough, it can be seen. If a vibration or shake still exists after balancing, any out of round conditions, of the wheel, and force variation conditions of the tire, must be addressed. Equipment such as the Hunter GSP9700 can address both (it is also a wheel balancer). Tire radial force vibration (RFV) can be defined as the amount of stiffness variation the tire will produce in one revolution under a constant load. Radial force variation is what the vehicle feels because the load (weight) of the vehicle is always on the tires. Although free runout of tires (not under load) is not always a good indicator of a smooth ride, it is critical that total tire/wheel assembly runout be within specification. Equipment such as the Hunter GSP9700 loads the tire, similar to on the vehicle, and measures radial force variation of the tire/wheel assembly. Note that the wheel is affecting the tire's RFV measurement at this point. To isolate the wheel, its runout must be measured. This can be easily done on the Hunter, without the need to set up dial indicators. If the wheel meets the runout specification, the tire's RFV can then be addressed. After measuring the tire/wheel assembly under load, and the wheel alone, the machine then calculates (predicts) the radial force variation of the tire. However, because this is a prediction that can include mounting inaccuracies, and the load wheel is much smaller in diameter than used in tire production, this type of service equipment should NOT be used to audit new tires. Rather, it should be used as a service diagnostic tool to minimize radial force variation of the tire/wheel assembly. Equipment such as the Hunter GSP9700 does an excellent job of measuring wheel runout, and of finding the low point of the wheel (for runout) and the high point of the tire (for radial force variation). This allows the tire to be matched mounted to the wheel for lowest tire/wheel assembly force variation. The machine will simplify this process into easy steps. The following assembly radial force variation numbers should be used as a guide: When measuring RFV and match mounting tires perform the following steps. Measuring Wheel Runout and Assembly Radial Force Variation Important The completed worksheet at the end of this bulletin must be attached to the hard copy of the repair order. - Measure radial force variation and radial runout. - If a road force/balancing machine is used, record the radial force variation (RFV) on the worksheet at the end of this bulletin. It may be of benefit to have the lowest RFV assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires onto the subject vehicle. - If a runout/balancing machine is used, record the radial runout of the tire/wheel assemblies on the worksheet at the end of this bulletin. If one or more of the tire/wheel assemblies are more than.040 in (1.02 mm), match mount the tire to the wheel to get below.040 in (1.02 mm). For sensitive customers, readings of 0.030 inch (0.76 mm) or less are preferable, it may also be of benefit to have the lowest runout assembly to the front left corner. If the machine is not available and the EVA data suggests there is an issue, swap the tire and wheel assemblies from the front to the back. Re-check on the EVA and if the problem still exists, test another vehicle to find tires that do not exhibit the same frequency and swap those tires Page 5394 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 123 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8942 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Line/Hose: All Technical Service Bulletins Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 7197 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 4128 7. Install the engine splash shield. 8. Install the tire and wheel. Engine Mount Strut Bracket Replacement - Left Engine Mount Strut Bracket Replacement - Left Removal Procedure 1. Remove the engine mount strut. 2. Remove the engine harness clip (2) from the strut bracket. 3. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Remove the air conditioning (A/C) compressor front bolt/nut. Page 3946 7. Use 3 wheel nuts in order to attach the J 42129 to the wheel bearing/hub. 8. Use the J 42129 in order to push the wheel drive shaft out of the wheel bearing/hub. 9. Remove and DISCARD the wheel bearing/hub bolts. Remove the J 42129 from the hub. 10. Important: Ensure that the wheel drive shaft outer seal/boot is not damaged. Remove the wheel bearing/hub and splash shield-noting the position of the shield for re-installation. Installation Procedure 1. Install the wheel bearing/hub with the splash shield as noted during removal. Page 10247 3. Install the transaxle oil cooler hoses to the oil cooler fittings on the radiator. 4. Fill the cooling system. Refer to Draining and Filling Cooling System. 5. Adjust the transmission fluid level. 6. Inspect for fluid leaks. Page 3595 Page 6305 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3657 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 10257 5. Install the lower radiator air baffle. 6. Install the auxiliary transaxle oil cooler bolt to the upper radiator support. Tighten the bolt to 25 Nm (18 ft. lbs.). 7. Install the upper radiator air baffle. 8. Adjust the fluid level. Auxiliary Automatic Transmission (AT) Oil Cooler Hose Replacement Auxiliary Automatic Transmission (AT) Oil Cooler Hose Replacement Removal Procedure Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to prevent damage or wear which may cause fluid loss. 1. Remove the lower radiator air baffle. 2. Remove the auxiliary transmission oil cooler lines from the support clip (3). 3. Remove the auxiliary transmission oil cooler lines from the fan shroud support clip. 4. Remove the inlet and outlet auxiliary transmission oil cooler lines(1,2) from the transmission and radiator. 5. Remove the inlet and outlet auxiliary transmission oil cooler lines from the auxiliary transmission oil cooler. Installation Procedure 1. Install the inlet and outlet auxiliary transmission oil cooler lines to the auxiliary transmission oil cooler. Page 8420 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 6261 Page 630 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 2013 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 8933 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 1400 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 8901 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 2538 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1920 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 8487 Page 5857 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8676 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7580 ABS - Improved Performance/Reprogram EBCM Electronic Brake Control Module: All Technical Service Bulletins ABS - Improved Performance/Reprogram EBCM Bulletin No.: 05-05-25-011 Date: October 31, 2005 TECHNICAL Subject: Brake System (ABS) Performance (Reprogram Electronic Brake Control Module (EBCM)) Models: 2006 Chevrolet Impala, Monte Carlo with Antilock Brake System (RPO JL9) and 18 Inch or 17 Inch Wheel Condition An improved brake module calibration has been released that can reduce minimum stopping distances. It is not expected that customers will experience any concern with their vehicle's braking performance. Information provided in this bulletin is provided to notify dealers of an available product improvement. Correction To enhance the antilock brake performance, technicians are to reprogram the electronic brake control module with an updated software calibration. These new service calibrations were released with TIS satellite data update version 11.0 available October 31, 2005. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 10362 Shift Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 4588 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Diagram Information and Instructions Fuel Pump Relay: Diagram Information and Instructions Electrical Symbols Page 5051 Behind The I/P Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Page 7465 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 1826 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 10880 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Electrical - Information For Electrical Ground Repair Wiring Harness: All Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 5562 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 1809 Page 3853 Refer to the appropriate section of SI for specifications and repair procedures that are related to the vibration concern. Disclaimer Page 1639 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11915 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 1358 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2124 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Campaign - Power Steering Hose Replacement Technical Service Bulletin # 06072 Date: 061017 Campaign - Power Steering Hose Replacement Subject: Customer Satisfaction - Power Steering Hose Leak # 06072 - (10/17/2006) Models: 2006 Chevrolet Impala, Monte Carlo w/V6 & V8 Engine 2005-2006 Pontiac Grand Prix w/V8 Engine Registered in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming *********THIS PROGRAM IS IN EFFECT UNTIL OCTOBER 31, 2007********* Condition Customers in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming have reported an unusual number of power steering fluid leaks involving the power steering fluid return line in certain 2006 Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005-2006 Pontiac Grand Prix vehicles equipped with a V8 engine. When these vehicles are started at temperatures of -20°C (-4°F) or below, the pressure on the hose is substantially higher than in warmer conditions and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in power steering assist. If enough fluid is lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, and a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided through the applicable system listed below. Dealers will not have a report available if they have no involved vehicles currently assigned. --- US dealers - GM DealerWorld Recall Information --- Canadian dealers - GMinfoNet Recall Reports The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 4121 7. Install the A/C compressor rear bolt until snug. 8. Tighten the A/C compressor nut first, then the rear bolt and finally the front bolt. Tighten the bolts/nut to 50 Nm (37 ft. lbs.). 9. Lower the vehicle. 10. Tighten the engine mount strut bracket to engine upper bolt. Tighten the bolts to 25 Nm (18 ft. lbs.). 11. Install the engine harness clip (2) to the strut bracket. 12. Install the engine mount strut. Page 11586 Page 2208 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 3675 Fuse Block - Underhood C3 (Part 2) Fuel Pressure Relief Fuel Pressure Release: Service and Repair Fuel Pressure Relief FUEL PRESSURE RELIEF PROCEDURE TOOLS REQUIRED J 34730-1A Fuel Pressure Gage CAUTION: Relieve the fuel system pressure before servicing fuel system components in order to reduce the risk of fire and personal injury. After relieving the system pressure, a small amount of fuel may be released when servicing the fuel lines or connections. In order to reduce the chance of personal injury, cover the regulator and the fuel line fittings with a shop towel before disconnecting. This will catch any fuel that may leak out. Place the towel in an approved container when the disconnection is complete. 1. Disconnect the negative battery cable. 2. Install the J 34730-1A. 3. Loosen the fuel fill cap in order to relieve the fuel tank vapor pressure. 4. Install the drain hose from J 34730-1A into an approved container. 5. Open the valve on the J 34730-1A in order to bleed the system pressure. 6. Drain any fuel remaining in the gage into the approved container. 7. Once the system pressure is completely relieved, remove J 34730-1A. 8. The fuel connections are now safe for servicing. Page 1822 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4748 Install the quick connect fitting from coolant inlet and outlet hoses/pipes. Refer to Quick Connect Fitting(s) Service (Metal Collar) in SI. Ensure that the quick connect fittings are positively engaged. Fill the cooling system. Refer Draining and Filling Cooling System in SI. Install the air cleaner assembly. Refer to Air Cleaner Assembly Replacement in SI. Install the intake manifold cover, if equipped. Refer to Intake Manifold Cover Replacement in SI. Parts Information Warranty Information Page 2200 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 9153 Page 11173 10. If this measurement is within specifications, proceed to step 14. 11. If this measurement still exceeds specifications, repeat steps 1-9 until the best assembled LRO measurement is obtained. 12. Matchmark the final location of the rotor to the wheel studs if the orientation is different than it was originally. 13. If the brake rotor assembled LRO measurement still exceeds the maximum allowable specification, refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction 14. If the brake rotor assembled LRO is within specification, install the brake caliper and depress the brake pedal several times to secure the rotor in place before removing the J45101-100 and the lug nuts. Page 712 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 9139 Page 6122 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 10765 Flex Plate: Service and Repair Engine Flywheel Replacement Tools Required ^ J37096 Flywheel Holder Removal Procedure 1. Remove the automatic transaxle, if equipped. 2. Use the J37096 to secure the flywheel in order to prevent the crankshaft from rotating. 3. Loosen the flywheel bolts. 4. Remove 5 of the 6 flywheel bolts leaving one bolt at the top of the crankshaft. 5. Grip the flywheel and remove the remaining bolt. Do not drop the flywheel when removing the final bolt. 6. Remove the engine flywheel. 7. Clean the engine flywheel bolt threads and bolt holes. Installation Procedure Page 1018 Page 11430 2. Install the positive and negative battery cable assembly to the vehicle. 3. Install the positive and negative battery cable retainers (6) to the cradle. 4. Install the positive and negative battery cable retainers (5) to the right hand rail. 5. Install the battery cable ground (1) to the transaxle stud. 6. Install the transaxle stud nut (2). NOTE: Refer to Fastener Notice. Tighten the nut to 30 N.m (22 lb ft). 7. Raise and support the vehicle. Page 9609 Page 12208 Page 10174 For vehicles repaired under warranty, use the table. Disclaimer Page 8245 Page 9332 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9614 Page 2999 Trim Height Specifications Page 9330 Page 11140 Brake Pad: Service and Repair Burnishing Pads and Rotors Burnishing Pads and Rotors Caution: Refer to Road Test Caution in Service Precautions. Burnishing the brake pads and brake rotors is necessary in order to ensure that the braking surfaces are properly prepared after service has been performed on the disc brake system. This procedure should be performed whenever the disc brake rotors have been refinished or replaced, and/or whenever the disc brake pads have been replaced. 1. Select a smooth road with little or no traffic. 2. Accelerate the vehicle to 48 km/h (30 mph). Important: Use care to avoid overheating the brakes while performing this step. 3. Using moderate to firm pressure, apply the brakes to bring the vehicle to a stop. Do not allow the brakes to lock. 4. Repeat steps 2 and 3 until approximately 20 stops have been completed. Allow sufficient cooling periods between stops in order to properly burnish the brake pads and rotors. Diagram Information and Instructions Throttle Position Sensor: Diagram Information and Instructions Electrical Symbols Page 5408 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1914 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 4523 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5657 Page 11795 Page 6692 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 5670 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 2801 Locks - Key Code Security Rules and Information Key: Technical Service Bulletins Locks - Key Code Security Rules and Information INFORMATION Bulletin No.: 10-00-89-010 Date: May 27, 2010 Subject: Key Code Security Rules and Information on GM KeyCode Look-Up Application (Canada Only) Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saturn and Saab 2002 and Prior Isuzu Attention: This bulletin has been created to address potential issues and questions regarding KeyCode security. This bulletin should be read by all parties involved in KeyCode activity, including dealer operator, partner security coordinator, sales, service and parts departments. A copy of this bulletin should be printed and maintained in the parts department for use as a reference. Important U.S. dealers should refer to Corporate Bulletin Number 10-00-89-009. Where Are Key Codes Located? General Motors provides access to KeyCodes through three sources when a vehicle is delivered to a dealer. Vehicle KeyCodes are located on the original vehicle invoice to the dealership. There is a small white bar coded tag sent with most new vehicles that also has the key code printed on it. Dealerships should make a practice of comparing the tag's keycode numbers to the keycode listed on the invoice. Any discrepancy should be reported immediately to the GM of Canada Key Code Inquiry Desk. Remember to remove the key tag prior to showing vehicles to potential customers. The third source for Key codes is through the GM KeyCode Look-Up feature within the OEConnection D2DLink application. KeyCode Look-Up currently goes back 17 previous model years from the current model year. When a vehicle is received by the dealership, care should be taken to safeguard the original vehicle invoice and KeyCode tag provided with the vehicle. Potential customers should not have access to the invoice or this KeyCode tag prior to the sale being completed. After a sale has been completed, the KeyCode information belongs to the customer and General Motors. Tip Only the original invoice contains key code information, a re-printed invoice does not. GM KeyCode Look-Up Application for GM of Canada Dealers All dealers should review the General Motors of Canada KeyCode Look-Up Policies and Procedures (Service Policy & Procedures Manual Section 3.1.6 "Replacement of VIN plates & keys"). Please note that the KeyCode Access site is restricted. Only authorized users should be using this application. Please see your Parts Manager for site authorized users. KeyCode Look-Up currently goes back 17 years from current model year. Important notes about security: - Users may not access the system from multiple computers simultaneously. - Users may only request one KeyCode at a time. - KeyCode information will only be available on the screen for 2 minutes. - Each user is personally responsible for maintaining and protecting their password. - Never share your password with others. - User Id's are suspended after 6 consecutive failed attempts. - User Id's are disabled if not used for 90 days. - Processes must be in place for regular dealership reviews. - The Parts Manager (or assigned management) must have processes in place for employee termination or life change events. Upon termination individuals access must be turned off immediately and access should be re-evaluated upon any position changes within the dealership. - If you think your password or ID security has been breached, contact Dealer Systems Support at 1-800-265-0573. Page 1777 6. Remove the 2 pan head tapping screws (1) and (3) from the turn signal and multifunction switch assembly (2). 7. Remove the turn signal and multifunction switch assembly (2) from the steering column tilt head assembly. Installation Procedure 1. Install the turn signal and multifunction switch assembly (2) onto the steering column tilt head assembly. 2. Notice: Refer to Fastener Notice in Service Precautions. Important: Be sure that the electrical contact of the turn signal and multifunction switch assembly (2) rests on the turn signal cancel cam assembly. Screw the 2 pan head tapping screws (1) and (3) into the turn signal and multifunction assembly (2). Tighten the pan head tapping screws (1) and (3) to 1 Nm (11 inch lbs.). 3. Slide the 2 connectors (2) of the turn signal and multifunction switch assembly into the bulkhead connector (1). 4. Connect the turn signal and multifunction switch assembly connector to the SIR coil connector. 5. Important: Page 4570 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 3534 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 6454 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 66 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Grommet Replacement Tire Pressure Sensor Grommet Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting: ^ Place the sensors cap and valve on a dry clean surface after removal, the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ Position the bead breaking fixture 90 degrees from the valve stem when separating the tire bead from the wheel. ^ Position the mounting/dismounting head so the tire iron, or pry bar can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, replace the sensor. Refer to Tire Pressure Sensor Replacement. Also remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the sensor from the wheel hole. 6. Remove the sensor grommet from the valve stem. Installation Procedure 1. Clean any dirt or debris from the grommet sealing areas. 2. Install the grommet on the sensor valve stem. 3. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 4. Notice: Refer to Fastener Notice in Service Precautions. Page 9470 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9140 Page 443 Page 8854 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 1948 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2261 Page 4702 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 10243 6. Install the cooler line into the quick connect fitting. 7. Insert the cooler line end into the quick connect fitting until a click is either heard or felt. 8. Important: Only the transaxle side of the cooler line has a plastic cap. Do not use the plastic cap on the cooler line in order to install the cooler line into the fitting. 9. Pull back sharply on the cooler line in order to ensure that the cooler line is fastened into the quick connect fitting. 10. Important: Do not manually depress the retaining clip when installing the plastic cap. Position (snap) the plastic cap onto the fitting. Do not manually depress the retaining ring when installing the plastic cap onto the quick connect fitting. 11. Ensure that the plastic cap is fully seated against the fitting. Page 105 Page 11514 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Brakes - Rattle Noise From Rear of Vehicle Backing Plate: All Technical Service Bulletins Brakes - Rattle Noise From Rear of Vehicle INFORMATION Bulletin No.: 08-05-26-001 Date: June 11, 2008 Subject: Information on Rattle Type Noise Heard from Rear of Vehicle Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala If a customer comments on a rattle type noise that can be heard from the rear of the vehicle while driving over sharp bumps, such as potholes or railroad tracks, this condition may be caused by the parking brake shoe retaining clip becoming loose AND allowing the shoes to contact the support plate. If routine diagnosis using SI does not reveal any obvious cause, inspect the parking brake shoe to make sure it is not loose in the retaining clip before replacing any suspension components. If it is determined that the shoes are loose, replace the park brake support plate. To reduce unnecessary warranty, please make every effort to inspect all components before ordering any new parts. Disclaimer Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the steering column from the vehicle. 3. Remove the following from the steering shaft: 1 The boot seal (5) 2 The steering shaft seal (4) 3 The sensor retainer (3) 4 The sensor locator (2) 4. Remove the steering wheel position sensor (1). 5. Remove the adapter and bearing assembly from the steering jacket assembly. Installation Procedure 1. Install the adapter and bearing assembly to the steering jacket assembly. Page 12257 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 566 Page 4835 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the General Information Vehicle Lifting: Service and Repair General Information LIFTING AND JACKING THE VEHICLE CAUTION: - To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. - To avoid any vehicle damage, serious personal injury or death, always use the jackstands to support the vehicle when lifting the vehicle with a jack. NOTE: Perform the following steps before beginning any vehicle lifting or jacking procedure: - Remove or secure all of the vehicle's contents in order to avoid any shifting or any movement that may occur during the vehicle lifting or jacking procedure. - The lifting equipment or the jacking equipment weight rating must meet or exceed the weight of the vehicle and any vehicle contents. - The lifting equipment or the jacking equipment must meet the operational standards of the lifting equipment or jacking equipment's manufacturer. - Perform the vehicle lifting or jacking procedure on a clean, hard, dry, level surface. - Perform the vehicle lifting or jacking procedure only at the identified lift points. DO NOT allow the lifting equipment or jacking equipment to contact any other vehicle components. Failure to perform the previous steps could result in damage to the lifting equipment or the jacking equipment, the vehicle, and/or the vehicle's contents. Page 13148 Wheels: Service and Repair Tire and Wheel Removal and Installation Tire and Wheel Removal and Installation ^ Tools Required J 39544-KIT Complete Torque Socket Set Removal Procedure Caution: If penetrating oil gets on the vertical surfaces between the wheel and the rotor or drum it could cause the wheel to work loose as the vehicle is driven, resulting in loss of control and an injury accident Notice: Never use heat to loosen a tight wheel. It can shorten the life of the wheel, studs, or hub and bearing assemblies. Wheel nuts must be tightened in sequence and to the specified torque to avoid bending the wheel or rotor. Notice: Improperly tightened wheel nuts can lead to brake pulsation and rotor damage. In order to avoid expensive brake repairs, evenly tighten the wheel nuts to the proper torque specification. Notice: Removing wheels can be difficult because of foreign material or a tight fit between the wheel center hole and the hub or rotor. Excessive force, such as hammering on the wheel or tire, can cause damage. Slightly tapping the tire side wall with a rubber mallet is acceptable. 1. Tighten all wheel nuts on the affected wheel. 2. Loosen each wheel nut 2 turns. 3. Rock the vehicle from side to side in order to loosen the wheel. If this does not loosen the wheel, rock the vehicle front to back applying quick hard jabs to the brake pedal to loosen the wheel. 4. Repeat this procedure if the wheel does not break free. 1. Raise the vehicle. Support the vehicle with suitable safety stands. Refer to Vehicle Lifting. 2. Remove the wheel nuts from the tire and wheel assembly. 3. Mark the location of the tire and wheel assembly to the hub assembly. 4. Remove the tire and wheel assembly from the vehicle. 5. Clean the wheel nuts, studs and the wheel and rotor mounting surfaces. Installation Procedure Caution: Before installing the wheels, remove any buildup of corrosion on the wheel mounting surface and brake drum or disc mounting surface by scraping and wire brushing. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This can cause a wheel to come off when the vehicle is moving, causing loss of control and possibly personal injury. Notice: A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage. Page 764 Page 8619 Page 1608 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 3828 Tires: Technical Service Bulletins Wheels/Tires - Use of Nitrogen Gas in Tires INFORMATION Bulletin No.: 05-03-10-020C Date: April 27, 2010 Subject: Use of Nitrogen Gas in Tires Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 05-03-10-020B (Section 03 - Suspension). GM's Position on the Use of Nitrogen Gas in Tires General Motors does not oppose the use of purified nitrogen as an inflation gas for tires. We expect the theoretical benefits to be reduced in practical use due to the lack of an existing infrastructure to continuously facilitate inflating tires with nearly pure nitrogen. Even occasional inflation with compressed atmospheric air will negate many of the theoretical benefits. Given those theoretical benefits, practical limitations, and the robust design of GM original equipment TPC tires, the realized benefits to our customer of inflating their tires with purified nitrogen are expected to be minimal. The Promise of Nitrogen: Under Controlled Conditions Recently, nitrogen gas (for use in inflating tires) has become available to the general consumer through some retailers. The use of nitrogen gas to inflate tires is a technology used in automobile racing. The following benefits under controlled conditions are attributed to nitrogen gas and its unique properties: - A reduction in the expected loss of Tire Pressure over time. - A reduction in the variance of Tire Pressures with temperature changes due to reduction of water vapor concentration. - A reduction of long term rubber degradation due to a decrease in oxygen concentrations. Important These are obtainable performance improvements when relatively pure nitrogen gas is used to inflate tires under controlled conditions. The Promise of Nitrogen: Real World Use Nitrogen inflation can provide some benefit by reducing gas migration (pressure loss) at the molecular level through the tire structure. NHTSA (National Highway Traffic Safety Administration) has stated that the inflation pressure loss of tires can be up to 5% a month. Nitrogen molecules are larger than oxygen molecules and, therefore, are less prone to "seeping" through the tire casing. The actual obtainable benefits of nitrogen vary, based on the physical construction and the materials used in the manufacturing of the tire being inflated. Another potential benefit of nitrogen is the reduced oxidation of tire components. Research has demonstrated that oxygen consumed in the oxidation process of the tire primarily comes from the inflation media. Therefore, it is reasonable to assume that oxidation of tire components can be reduced if the tire is inflated with pure nitrogen. However, only very small amounts of oxygen are required to begin the normal oxidation process. Even slight contamination of the tire inflation gas with compressed atmospheric air during normal inflation pressure maintenance, may negate the benefits of using nitrogen. GM Tire Quality, Technology and Focus of Importance Since 1972, General Motors has designed tires under the TPC (Tire Performance Criteria) specification system, which includes specific requirements that ensure robust tire performance under normal usage. General Motors works with tire suppliers to design and manufacture original equipment tires for GM vehicles. The GM TPC addresses required performance with respect to both inflation pressure retention, and endurance properties for original equipment tires. The inflation pressure retention requirements address availability of oxygen and oxidation concerns, while endurance requirements ensure the mechanical structure of the tire has sufficient strength. This combination has provided our customers with tires that maintain their structural integrity throughout their useful treadlife under normal operating conditions. Regardless of the inflation media for tires (atmospheric air or nitrogen), inflation pressure maintenance of tires is critical for overall tire, and ultimately, vehicle performance. Maintaining the correct inflation pressure allows the tire to perform as intended by the vehicle manufacturer in many areas, including comfort, fuel economy, stopping distance, cornering, traction, treadwear, and noise. Since the load carrying capability of a tire is related to inflation pressure, proper inflation pressure maintenance is necessary for the tire to support the load imposed by the vehicle without excessive structural Page 9437 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 7314 Conversion - English/Metric (Part 1) Page 6871 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9087 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 9595 Page 2515 Page 2599 Page 6763 Arrows and Symbols ARROWS AND SYMBOLS Page 12373 Note The rivet stud and surrounding panel area MUST BE properly refinished PRIOR to the installation of the electrical ground wire terminal and conductive nut to maintain a secure, stable and corrosion-free electrical ground. 11. Refinish the repair area using an anti-corrosion primer. Refer to Anti-Corrosion Treatment and Repair in SI. 12. Allow the refinished repair area to cure sufficiently before removing the protective material applied to the rivet stud threads. 13. Remove the painters tape or equivalent from the rivet stud threads. 14. Using GM approved residue-free solvent or equivalent, thoroughly clean the rivet stud threads to remove any adhesive and allow to dry. 15. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive rivet stud. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 16. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 17. Install the electrical ground wire terminal to the M6 conductive rivet stud. 18. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 19. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in) 20. Verify proper system operation. Parts Information Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) Page 5608 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 3673 Fuse Block - Underhood C2 (Part 3) Page 8774 Air Flow Meter/Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 4540 Page 10380 Page 5416 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 5273 Page 11114 6. Important: Do not use abrasives to clean the brake caliper piston. Clean the brake caliper piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 7. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered air. 8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust, and/or excessive corrosion. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 11. Inspect the caliper piston for cracks, scoring, and/or damage to the chrome plating. Replace the caliper piston if any of these conditions exist. Installation Procedure 1. Lubricate the new piston seal (4) with Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667), or equivalent DOT-3 brake fluid from a clean, sealed brake fluid container. 2. Install the lubricated, new piston seal (4) into the caliper bore. 3. Apply a thin coat of Delco Supreme 11(R), GM P/N 12377967 (Canadian P/N 992667) or equivalent, DOT-3 brake fluid from a clean, sealed brake fluid container onto the outer surface area of the caliper piston (3). 4. Install the bottom half of the caliper piston (2) into the caliper bore. 5. Install the new piston dust boot seal (1) over the caliper piston (2). 6. Compress the caliper piston (2) to the bottom of the caliper bore. 7. Fully seat the piston dust boot seal (1) into caliper counterbore. 8. Install the retaining ring that secures the dust boot to the caliper housing. 9. Install the bleeder valve and cap to the caliper and tighten the valve securely. 10. Install the rear brake caliper to the vehicle. Page 11697 Page 3552 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 6909 Data Link Connector: Service and Repair DATA LINK CONNECTOR REPLACEMENT REMOVAL PROCEDURE 1. Disengage the data link connector (DLC) tab (1). 2. Remove the DLC from the instrument panel (I/P) trim pad. INSTALLATION PROCEDURE 1. Align the DLC to the I/P trim pad. 2. Slide the DLC upward in order to engage the tab (1). Power Steering - Various Fluid Leaks Power Steering Fluid Cooler: Customer Interest Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Page 8975 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 11775 Fuse Block - I/P - Top View Page 2461 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 4310 2. Connect the engine oil level sensor electrical connector. 3. Lower the vehicle. 4. Refill the crankcase with new engine oil. Page 8106 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 3925 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 5488 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 6852 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2198 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8165 Canister Vent Valve: Service and Repair EVAPORATIVE EMISSION (EVAP) CANISTER VENT SOLENOID VALVE REPLACEMENT REMOVAL PROCEDURE IMPORTANT: Clean the evaporative emission (EVAP) connections and surrounding areas prior to disconnecting the line in order the avoid possible system contamination. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the EVAP canister vent solenoid valve electrical connector. 3. Disconnect the EVAP canister vent solenoid valve from the EVAP emission canister hose. Page 9238 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 10658 5. Remove the ball check valves (372 and 373) from the valve body. 6. Remove the spacer plate and gasket assembly (396). Capacity Specifications Engine Oil: Capacity Specifications Engine Oil with Filter ............................................................................................................................ ............................................... 4.0 quarts (3.8 liters) NOTE: All capacities are approximate. When adding, be sure to fill to the approximate level. Recheck fluid level after filling. Page 9159 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7432 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5773 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4528 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2465 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2558 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1563 6. Remove the engine oil level sensor bolt and sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil level sensor and bolt. Tighten the bolt to 10 Nm (89 inch lbs.). Page 606 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 7609 Page 8282 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 12733 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has 2 fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag Fuse from the underhood fuse center. 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. Page 7372 Body Control Module (BCM) C4 (Part 1) Page 9619 Page 4611 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9415 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 7407 Page 2909 ^ An alignment tab (2) for installing into the adapter and bearing assembly ^ A view of the inside of the connector 7. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 8. Install the connector to the sensor. 9. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A raised rotor flange cuff (5) ^ An alignment mark (4) for installation 10. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 11. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 12. Install the connector to the sensor. 13. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A raised rotor flange cuff (4) ^ An alignment mark (3) for installation 14. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 15. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. Page 1857 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9331 Arrows and Symbols ARROWS AND SYMBOLS Page 1996 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 8025 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 380 Built After and Including the VIN Breakpoints shown. The Generation (Gen) 6.1 OnStar(R) system found in these vehicles has the capability to change the default English voice recognition to French or Spanish. Changing the language of the OnStar(R) system will change the following features to the language you select: Voice recognition command prompts will be played in the language selected. The voice recognition system will only recognize commands given in the selected language. Once completed, this process completely changes all voice recognition and voice commands of the OnStar(R) system. The process will need to be repeated in its entirety to change to a different language, including English. Page 10924 Page 8295 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1956 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1906 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Locations Torque Converter Clutch Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 7726 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 6778 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9931 Pressure Regulating Solenoid: Service and Repair Pressure Control Solenoid (PCS) Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the pressure control solenoid (PCS) electrical connector. 3. Remove the PCS retaining clip (314E). 4. Remove the PCS (322). Installation Procedure 1. Install the PCS (322). 2. Install the PCS retaining clip (314E). 3. Connect the PCS electrical connector. 4. Install the case side cover. Page 4917 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5564 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6789 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 4495 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1283 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 5224 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8923 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 12116 Page 2837 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Diagram Information and Instructions Radiator Cooling Fan Motor Relay: Diagram Information and Instructions Electrical Symbols Page 10971 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 5140 Body Control Module: Description and Operation Power Mode POWER MODE DESCRIPTION AND OPERATION SERIAL DATA POWER MODE MASTER Power to many of this vehicles circuits is controlled by the module that is designated the power mode master (PMM). This vehicles PMM is the body control module (BCM). The ignition switch is a low current switch with multiple discrete ignition switch signals to the PMM for determination of the power mode that will be sent over the serial data circuits to the other modules that need this information, and so the PMM will activate relays and other direct outputs of the PMM as needed. The PMM determines which power mode (Run, Accessory, Crank, Retained Accessory Power, or Off) is required, and reports this information to other modules via serial data. Modules which have switched voltage inputs may operate in a default mode if the PMM serial data message does not match what the individual module can see from its own connections. The PMM receives 3 ignition switch signals to identify the operators desired power mode. The 3-wire Ignition Switch table illustrates the state of these inputs in correspondence to the ignition switch position: Relay Controlled Power Mode The body control module (BCM) uses the discrete ignition switch inputs Off/Run/Crank, Accessory, and Ignition 1, to distinguish the correct power mode. The BCM, after determining the desired power mode, will activate the appropriate relays for that power mode. Fail-Safe Operation Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the power mode master (PMM) fail to send a power mode message. The fail-safe plan covers those modules, using exclusively serial data control of power mode, as well as those modules with discrete ignition signal inputs. Serial Data Messages The modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid PMM message until they can check for the engine run flag status on the serial data circuits. If the PMM fails, the modules monitor the serial data circuit for the engine run flag serial data. If the engine run flag serial data is True, indicating that the engine is running, the modules fail-safe to RUN. In this state, the modules and their subsystems can support all operator requirements. If the engine run flag serial data is False, indicating that the engine is not running, the modules fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both discrete signal inputs and serial data inputs from other modules on the vehicle. Discrete Ignition Signals Those modules that have discrete ignition signal inputs from the body control module (BCM), also remain in the state dictated by the last valid PMM message received on the serial data circuits. They then check the state of their discrete ignition input to determine the current valid state. If the discrete ignition input is active, battery positive voltage, the modules will fail-safe to the RUN power mode. If the discrete ignition input is not active, open or 0 volts, the modules will fail-safe to OFF-AWAKE. In this state, the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle. BCM Awake/Sleep States The body control module (BCM) is able to control or perform all of the BCM functions in the awake up state. The BCM enters the sleep state when active control or monitoring of system functions has stopped and a time limit has passed. The BCM must detect certain wake-up inputs before entering the awake state. The BCM monitors for these inputs during the sleep state. The BCM will enter the awake state if any of the following wake-up inputs are detected: Activity on the serial data line - Detection of a battery disconnect and reconnect condition - Any door is opened. - Headlamps are ON. - Key-in-ignition switch Page 9453 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 8401 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1054 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5720 1. Install and tighten the knock sensor. NOTE: Refer to Fastener Notice. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (2). 3. Lower the vehicle. Page 2863 Inflatable Restraint Front End Sensor - Left Inflatable Restraint Front End Sensor - Right Page 12444 Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor Centering Steering Wheel Position Sensor Centering Removal Procedure 1. Important: Identify the type of steering wheel position sensor from the illustrations shown BEFORE removing the sensor from the steering column. Once you have identified the steering wheel position sensor, follow the instructions listed in the removal procedure. Verify the type of steering wheel position sensor. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on the right. 3. Important: If reusing the existing sensor, you do not have to align the sensor before removal. Centering is not required when it is time to reinstall. Remove the connector from the sensor. 4. Remove the sensor (1) from the adapter and bearing assembly. 5. To install the sensor, proceed to step 1 in the installation information. 6. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (2) ^ A pin hole (1) for centering the pin. Note the location of the pin hole. ^ A flush rotor flange cuff (4) 7. Important: If reusing the existing sensor, you must make an alignment mark on the rotor flange cuff (3) before removing the sensor. Failure to do so will cause misalignment when installing the sensor. A new sensor will be required if misaligned. Make an alignment mark on the flush rotor flange cuff (3). 8. Remove the connector from the sensor. 9. Remove the sensor from the adapter and bearing assembly. 10. To install the sensor, proceed to step 5 in the installation procedure. Page 4243 14. Inspect the throttle body seal for damage. Replace as necessary. 15. Apply threadlock GM P/N 12345382 (Canadian P/N 10953489) or equivalent, to the throttle body bolts/studs threads. 16. Position the throttle body gasket and throttle body to the intake. 17. Install the throttle body bolts and nuts. Tighten the bolts/studs to 10 Nm (89 inch lbs.). 18. Install the left side spark plug wires. 19. Engage the spark plug wire retainer clips to the intake manifold bracket and the heater inlet/outlet hose/pipe bracket. 20. Connect the left side spark plug wires to the ignition coil. 21. Connect the left side spark plug wires to the spark plugs. 22. Install the air cleaner outlet duct. Page 1554 1. Coat the threads of the ECT sensor with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. 2. Install the ECT sensor. NOTE: Refer to Fastener Notice. Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Install the intake manifold cover, if necessary. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair Page 1284 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 8834 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5886 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 11256 Brake Fluid Level Sensor/Switch: Service and Repair Master Cylinder Fluid Level Sensor Replacement Removal Procedure 1. Disconnect the electrical connector from brake fluid level sensor. 2. Remove the brake fluid level sensor. Using needle nose pliers, carefully depress the retaining tabs on the end of the brake fluid level sensor (1) and press the sensor through the reservoir to remove. Installation Procedure 1. Place the brake fluid level sensor (1) into the reservoir, press into place to secure the sensor retaining tabs. 2. Connect the electrical connector to the brake fluid level sensor (1). Page 1035 Page 6694 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 12073 Auxiliary Power Outlet - Rear Auxiliary Power Outlet - Seat Page 893 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Service Precautions Vehicle Lifting: Service Precautions CAUTION: - To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. - To avoid any vehicle damage, serious personal injury or death, always use the jackstands to support the vehicle when lifting the vehicle with a jack. Page 8983 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 5884 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 13107 10. Align the inscribed mark on the tire with the valve stem on the wheel. 11. Reinstall the Tire Pressure Sensor. Refer to Tire Pressure Sensor installation procedure in SI. 12. Mount the tire on the wheel. Refer to Tire Mounting and Dismounting. 13. Pressurize the tire to 276 kPa (40 psi) and inspect for leaks. 14. Adjust tire pressure to meet the placard specification. 15. Balance the tire/wheel assembly. Refer to Tire and Wheel Assembly Balancing - Off-Vehicle. 16. Install the tire and wheel assembly onto the vehicle. Refer to the appropriate service procedure in SI. Parts Information Warranty Information (excluding Saab U.S. Models) Important The Silicone - Adhesive/Sealant comes in a case quantity of six. ONLY charge warranty one tube of adhesive/sealant per wheel repair. For vehicles repaired under warranty, use: One leak repair per wheel. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Disclaimer Page 4990 3. Install a NEW exhaust manifold pipe gasket (1), if equipped with RPO LS4. 4. Install a NEW exhaust manifold pipe gasket (2), if equipped with RPO's LZE/LZ9. 5. Install the catalytic converter. Page 5209 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Electrical - Battery Goes Dead Overnight Body Control Module: All Technical Service Bulletins Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Page 9494 Spark Plug: Testing and Inspection SPARK PLUG INSPECTION SPARK PLUG USAGE - Ensure that the correct spark plug is installed. An incorrect spark plug causes driveability conditions. Refer to Ignition System Specifications for the correct spark plug. - Ensure that the spark plug has the correct heat range. An incorrect heat range causes the following conditions: Spark plug fouling-Colder plug - Pre-ignition causing spark plug and/or engine damage-Hotter plug SPARK PLUG INSPECTION - Inspect the terminal post (1) for damage. Inspect for a bent or broken terminal post (1). - Test for a loose terminal post (1) by twisting and pulling the post. The terminal post (1) should NOT move. - Inspect the insulator (2) for flashover or carbon tracking, soot. This is caused by the electrical charge traveling across the insulator (2) between the terminal post (1) and ground. Inspect for the following conditions: Inspect the spark plug boot for damage. - Inspect the spark plug recess area of the cylinder head for moisture, such as oil, coolant, or water. A spark plug boot that is saturated causes arcing to ground. - Inspect the insulator (2) for cracks. All or part of the electrical charge may arc through the crack instead of the electrodes (3, 4). Page 8890 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 5795 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 5296 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 6464 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11112 9. Notice: Refer to Fastener Notice. Install the bleeder valve in the brake caliper housing. Tighten the bleeder valve to 19 Nm (14 ft. lbs.). 10. Install bleeder valve cap. Page 5609 Page 12069 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 739 Page 5826 Page 8722 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6220 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 4575 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6217 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Strut, Strut Component and/or Spring Replacement Suspension Strut / Shock Absorber: Service and Repair Strut, Strut Component and/or Spring Replacement Strut, Strut Component and/or Spring Replacement ^ Tools Required J 42991 Strut Rod Nut Socket - J 45400 Strut Spring Compressor Disassembly Procedure 1. Remove the strut from the vehicle. 2. Install the strut (2) in the J 45400 (1). 3. Important: The spring is compressed when the strut moves freely. Turn the spring compressor forcing screw (1) until the coil spring (2) is compressed. Page 250 For vehicles repaired under warranty, use the table. Disclaimer Page 11296 Parking Brake Cable: Service and Repair Park Brake Cable Equalizer Replacement Park Brake Cable Equalizer Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the left rear park brake cable and adjustment stud assembly from the equalizer assembly by removing the equalizer nut from the adjustment stud. 3. Disconnect the front park brake cable (1) from the right rear cable (3) at the connector clip (2). 4. Remove the equalizer assembly from the front park brake cable. Insert a flat bladed tool into the equalizer and lightly twist to reposition the equalizer retaining tab. This will release the assembly from the cable. Installation Procedure Page 2056 4. Slide the fuel level sensor (1) downward and off of the bucket. INSTALLATION PROCEDURE 1. Slide the fuel level sensor (1) onto the bucket and upward. 2. Slide the fuel level sensor upward until the retainer (1) locks. Description and Operation Fuel Return Line: Description and Operation FUEL FEED PIPE The fuel feed pipe carries fuel from the fuel tank to the fuel rail assembly. The fuel pipes consist of 2 sections: - The rear fuel pipe assembly is located from the top of the fuel tank to the chassis fuel pipe. The rear fuel pipe is constructed of nylon. - The chassis fuel pipe is located under the vehicle and connect the rear fuel pipe to the fuel rail pipe. This pipe is constructed of steel. NYLON FUEL PIPE CAUTION: In order to reduce the risk of fire and personal injury observe the following items: - Replace all nylon fuel pipes that are nicked, scratched or damaged during installation, do not attempt to repair the sections of the nylon fuel pipes - Do not hammer directly on the fuel harness body clips when installing new fuel pipes. Damage to the nylon pipes may result in a fuel leak. - Always cover nylon vapor pipes with a wet towel before using a torch near them. Also, never expose the vehicle to temperatures higher than 115°C (239°F) for more than one hour, or more than 90°C (194°F) for any extended period. - Apply a few drops of clean engine oil to the male pipe ends before connecting fuel pipe fittings. This will ensure proper reconnection and prevent a possible fuel leak. (During normal operation, the O-rings located in the female connector will swell and may prevent proper reconnection if not lubricated.) Nylon pipes are constructed to withstand maximum fuel system pressure, exposure to fuel additives, and changes in temperature. There are 2 sizes of nylon pipes used: 3/8 in ID for the fuel feed, and 1/2 in ID for the vent. Heat resistant rubber hose or corrugated plastic conduit protect the sections of the pipes that are exposed to chafing, high temperature, or vibration. Nylon fuel pipes are somewhat flexible and can be formed around gradual turns under the vehicle. However, if nylon fuel pipes are forced into sharp bends, the pipes kink and restrict the fuel flow. Also, once exposed to fuel, nylon pipes may become stiffer and are more likely to kink if bent too far. Take special care when working on a vehicle with nylon fuel pipes. FUEL PIPE O-RINGS O-rings seal the threaded connections in the fuel system. Fuel system O-ring seals are made of special material. Service the O-ring seals with the correct service part. Brakes - Rotor/Drum Refinishing Labor Operations Brake Drum: Technical Service Bulletins Brakes - Rotor/Drum Refinishing Labor Operations Bulletin No.: 06-05-22-007 Date: November 30, 2006 WARRANTY ADMINISTRATION Subject: Brake Rotor/Drum Refinishing Labor Operations Models: 2005-2007 GM Passenger Cars and Light Duty Trucks (including Saturn) 2005-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X (Canada Only) The purpose of this bulletin is to advise dealership personnel of labor operation changes relating to brake repairs. Existing brake rotor and drum labor operations have been revised to remove the refinishing times and new labor operations have been established for refinishing brake rotors or drums. The changes will become effective with the release of the December 2006 Labor Time Guide. The following changes: Applies to all 2005-2007 vehicles, unless 2005 was the last year of production for that particular model. May apply to 2004 and prior models years if the vehicle was produced after 2005 - e.g. TrailBlazer, Envoy, etc. Where the new labor operations for refinishing rotors or drums do not apply, the existing labor operations will still contain time for refinishing. Always refer to the Labor Time Guide for the appropriate labor operations and time for the vehicle being repaired. Page 3525 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6015 Page 8771 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 13041 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Page 5635 Intake Air Temperature Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 3656 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5370 Page 9352 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 5300 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 10355 1. Install the automatic shift lock actuator to the base of the shift lock control and the pivot point (1). Page 3233 Tighten the clamps until the torque cap breaks off of the clamp. 8. Clean the fluid from the underbody of the vehicle. 9. Lower the vehicle. 10. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to Checking and Adding Power Steering fluid in SI. 11. Check the power steering fluid level and bleed the system. Refer to Power Steering System bleeding in SI. V8 Engine Important: The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the vehicle. 3. Remove the power steering cover pipe/hose from the retaining clips on the frame. 4. Disconnect both stabilizer shaft links. Power Steering - Various Fluid Leaks Power Steering Fluid Cooler: All Technical Service Bulletins Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Page 279 1. To receive credit, submit a claim with the information above. Disclaimer 2001 and Older Model Year Vehicles (Except Saab Vehicles) 2001 and Older Model Year Vehicles (Except Saab Vehicles) Important: 2001 and older model year vehicles require the removal of the battery power from the OnStar(R) vehicle interface unit (VIU) to eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. 1. Locate and gain access to the OnStar® VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. Important: Complete removal of the VIU is usually not required. Perform only the steps required to gain access to the C2 32-way blue connector. Residing in the C2 connector are the battery positive (+) circuits. Removal of the C2 connector will deactivate the unit and eliminate the possibility of an inadvertent OnStar(R) or emergency/airbag call. Page 3575 Page 12147 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 10550 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 6768 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11462 Alternator: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 8842 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Service and Repair Refrigerant Filter: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT FILTER REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Recover the refrigerant. Refer to Refrigerant Recovery and Recharging. 2. Remove the air cleaner assembly. 3. Remove the A/C line coupling from the evaporator tube to condenser tube. 4. Disconnect the evaporator tube from the condenser. 5. Remove and discard the O-ring seals. 6. Remove the refrigerant filter from the evaporator tube. INSTALLATION PROCEDURE 1. Replace the O-ring seals on the evaporator tube. 2. Install a new refrigerant filter to the evaporator tube. 3. Connect the evaporator tube to the condenser. 4. Install the A/C line coupling to the evaporator tube and condenser tube. 5. Install the air cleaner assembly. 6. Evacuate and recharge the A/C system. Refer to Refrigerant Recovery and Recharging. 7. Leak test the fittings of the component using J 39400-A. Page 9372 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 9096 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1150 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 12372 5. Remove paint and primer from the area surrounding the 10 mm (0.40 in) until bare metal is visible. Important The M6 conductive rivet stud as shown, can accommodate a panel thickness range of 0.7-4.2 mm (0.03-0.17 in). If there are layers of sheet metal, they should be touching without any air gaps to ensure a good ground. 6. Select a M6 conductive rivet stud. Refer to the Parts Information section of this bulletin. Note Use the GE-50317 rivet stud tool kit. 7. Place the M6 conductive rivet stud (1) in the 10 mm (0.40 in) hole. Assemble the rivet stud tool (2) with the groove and flare side facing the rivet stud, then the washer and the M6 nut (3). 8. Using a wrench on the rivet stud tool, and a socket on the M6 nut, secure the M6 conductive rivet stud. 9. Ensure the new rivet stud is securely fastened, WITHOUT ANY detectable movement. 10. Completely wrap the threads of the rivet stud with painters tape or equivalent. Page 8981 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 13227 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7656 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 3600 Passenger Car Zoning PASSENGER CAR ZONING Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Line/Hose: Customer Interest Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 1376 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 12062 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 7070 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10849 Page 6898 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1736 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. ABS - Improved Performance/Reprogram EBCM Electronic Brake Control Module: All Technical Service Bulletins ABS - Improved Performance/Reprogram EBCM Bulletin No.: 05-05-25-011 Date: October 31, 2005 TECHNICAL Subject: Brake System (ABS) Performance (Reprogram Electronic Brake Control Module (EBCM)) Models: 2006 Chevrolet Impala, Monte Carlo with Antilock Brake System (RPO JL9) and 18 Inch or 17 Inch Wheel Condition An improved brake module calibration has been released that can reduce minimum stopping distances. It is not expected that customers will experience any concern with their vehicle's braking performance. Information provided in this bulletin is provided to notify dealers of an available product improvement. Correction To enhance the antilock brake performance, technicians are to reprogram the electronic brake control module with an updated software calibration. These new service calibrations were released with TIS satellite data update version 11.0 available October 31, 2005. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5178 Description and Operation Shift Indicator: Description and Operation PRNDL DISPLAY The IPC displays the selected gear position as determined by the ECM/PCM. The IPC receives a GMLAN message from the ECM/PCM indicating the gear position. The PRNDL display blanks if: - The ECM/PCM detects a malfunction in the transmission range switch circuit. - The IPC detects a loss of GMLAN communications with the ECM/PCM. Page 595 Radiator Cooling Fan Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 3173 Coolant Line/Hose: Service and Repair Coolant Crossover Pipe Replacement (RPO's LZE/LZ9) Removal Procedure 1. Remove the intake manifold cover. 2. Remove the generator. 3. Remove the drive belt idler pulleys. 4. Remove the power steering pump. 5. Reposition the coolant recovery reservoir hose clamp at the fill tube fitting. 6. Remove the coolant recovery reservoir hose from the fill tube fitting. Position the hose out of the way. 7. Reposition the radiator inlet hose clamp at the crossover pipe (3.5L shown, 3.9L similar). 8. Remove the radiator inlet hose from the crossover pipe. Page 7912 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1273 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 4476 Passenger Car Zoning PASSENGER CAR ZONING Page 9611 Page 9184 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 10342 Transmission Fluid Temperature Sensor Connector, Wiring Harness Side Page 430 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 6337 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Page 12727 7. Pull back the carpet from the front lower right/passenger door pillar to expose the interior fuse center (1). Refer to Junction Block Replacement - Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag Fuse from the interior fuse center. 9. To disable the seat belt retractor pretensioner - LF, go to step 10. To disable the side impact sensor (SIS) - left, go to step 13. 10. Remove the lower center pillar trim. 11. Remove the connector position assurance (CPA) (3) from the seat belt retractor pretensioner - LF connector (2). 12. Disconnect the seat belt retractor pretensioner - LF connector (2) from the vehicle harness connector (1). Page 1406 Page 6713 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8852 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 11662 Page 7620 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3461 9. Remove the left/driver outer trim cover from the instrument panel (I/P). 10. Remove the connector position assurance (CPA) from the steering wheel module coil connector (1). 11. Disconnect the steering wheel module coil connector (1) from the vehicle harness connector (3). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector (1) to the vehicle harness connector (3). 3. Install the CPA to the steering wheel module coil connector (1). 4. Install the left outer trim cover to the I/P. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 8. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 5 SIR DISABLING AND ENABLING ZONE 5 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Page 7602 Page 12023 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 863 Conversion - English/Metric (Part 1) Page 9659 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 10508 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6700 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 9373 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 3883 Some customers may use penetrating oils, grease or other lubricants on wheel studs to aid in removal or installation. Always use a suitable cleaner/solvent to remove these lubricants prior to installing the wheel and tire assemblies. Lubricants left on the wheel studs may cause improper readings of wheel nut torque. Always install wheels to clean, dry wheel studs ONLY. Notice Lubricants left on the wheel studs or vertical mounting surfaces between the wheel and the rotor or drum may cause the wheel to work itself loose after the vehicle is driven. Always install wheels to clean, dry wheel studs and surfaces ONLY. Beginning with 2011 model year vehicles, put a light coating of grease, GM P/N 1051344 (in Canada, P/N 9930370), on the inner surface of the wheel pilot hole to prevent wheel seizure to the axle or bearing hub. Wheel Stud and Lug Nut Damage Always inspect the wheel studs and lug nuts for signs of damage from crossthreading or abuse. You should never have to force wheel nuts down the stud. Lug nuts that are damaged may not retain properly, yet give the impression of fully tightening. Always inspect and replace any component suspected of damage. Tip Always start wheel nuts by hand! Be certain that all wheel nut threads have been engaged BEFORE tightening the nut. Important If the vehicle has directional tread tires, verify the directional arrow on the outboard side of the tire is pointing in the direction of forward rotation. Wheel Nut Tightening and Torque Improper wheel nut tightening can lead to brake pulsation and rotor damage. In order to avoid additional brake repairs, evenly tighten the wheel nuts to the proper torque specification as shown for each vehicle in SI. Always observe the proper wheel nut tightening sequence as shown below in order to avoid trapping the wheel on the wheel stud threads or clamping the wheel slightly off center resulting in vibration. The Most Important Service You Provide While the above information is well known, and wheel removal so common, technicians run the risk of becoming complacent on this very important Page 4694 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1131 Page 9104 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7435 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 891 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 9059 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 6257 Page 312 Important: This bulletin does NOT apply to 2006 vehicles built AFTER the VIN breakpoints listed above. Refer to applicable diagnostics in SI for those vehicles that exhibit this condition. Remove the OnStar(R) fuse from the fuse box, wait five minutes and reinstall the fuse. (For Saturn VUE vehicles, remove the "INT LTS" fuse from the I/P fuse block for five minutes, then reinstall the fuse.) If the OnStar(R) system DOES NOT return to normal functionality, then follow the diagnostics in SI for this condition. If the OnStar(R) system DOES return to normal functionality, perform the following steps: 1. Install the Tech 2(R) and determine what generation hardware and software ID is in the vehicle. 2. If the vehicle is equipped with Generation 5 hardware and a software version 146, the VCIM should have the B1000 reprogramming performed as described in Corporate Bulletin Number 04-08-46-004A. The system should be tested and if the concern returns, the VCIM should be replaced. 3. If Gen 5 with a software version OTHER than 146 or Gen 6 and above, the VCIM needs to be replaced and the system reconfigured. Refer to the current version of Corporate Bulletin 03-08-46-004 for details on how to order a new VCIM. Important: As with any OnStar(R) VCIM replacement, the OnStar(R) system must be reconfigured after replacement. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 12850 2. Important: Use a 1/2 x 20 in standard thread nut with the puller bolt. Assemble the following bushing installation tools as indicated: 1 The nut (1) 2 The J 21474-01 washer (2) 3 The J 21474-01 bearing (3) 4 The J 21474-5 (4) 5 The J 21474-01 puller bolt (5) 3. Tighten the puller bolt (5) until the bushing is installed into the control arm. 4. Disassemble the J 21474-01 and J 21474-5. 5. Remove the control arm from the vice. 6. Install the lower control arm. Page 2363 Page 9381 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 10563 Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect and reposition the electrical connectors from the following: ^ If equipped internal mode switch ^ 2 - 3 Shift solenoid valve assembly (315B) ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) 3. Important: Do NOT remove the bolt (205) that holds the oil pump together. Remove the oil pump bolts (206,207). 4. Remove the oil pump (200) from the valve body (300). Page 2223 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 7815 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Power Steering - Various Fluid Leaks Power Steering Line/Hose: All Technical Service Bulletins Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Page 11711 Page 6316 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 9022 Page 9328 Page 9304 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Page 5794 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 1738 Refrigerant Pressure Sensor / Switch: Service and Repair AIR CONDITIONING (A/C) REFRIGERANT PRESSURE SENSOR REPLACEMENT TOOLS REQUIRED J 39400-A Halogen Leak Detector REMOVAL PROCEDURE 1. Remove the air cleaner assembly. 2. Disconnect the electrical connector from the A/C refrigerant pressure sensor. 3. Remove the A/C refrigerant pressure sensor from the evaporator tube. INSTALLATION PROCEDURE 1. Replace the O-ring seal for the A/C refrigerant pressure sensor. Page 6073 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6152 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 648 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3333 12. Remove the right side engine mount bracket bolts. 13. Remove the right side engine mount and bracket from the vehicle. 14. Disconnect the power steering cooler pipe/hose from the gear. 15. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 16. Disconnect the power steering cooler pipe/hose from the return line. 17. Remove the power steering cooler pipe/hose assembly from the vehicle. 18. Connect the power steering cooler pipe/hose to the return line and install clamp. 19. Connect the power steering cooler pipe/hose to the gear. 20. Install the right side engine mount with the bracket to the vehicle. 21. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb-ft.). 22. Raise the rear of the frame (cradle) using an adjustable jackstand. 23. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb-ft). 24. Remove the adjustable jackstand from under the frame. 25. Lower the transmission and remove support~. Page 9324 Throttle Body Assembly Replacement Throttle Body: Service and Repair Throttle Body Assembly Replacement THROTTLE BODY ASSEMBLY REPLACEMENT REMOVAL PROCEDURE NOTE: Handle the electronic throttle control components carefully. Use cleanliness in order to prevent damage. Do not drop the electronic throttle control components. Do not roughly handle the electronic throttle control components. Do not immerse the electronic throttle control components in cleaning solvents of any type. IMPORTANT: DO NOT for any reason, insert a screwdriver or other small hand tool into the throttle body to hold open the throttle plate as a wedge, as the inside of the throttle body could be damaged. - An 8 digit part identification number is stamped on the throttle body casting. Refer to this number if servicing, or part replacement is required. 1. Remove the intake manifold cover. 2. Drain the engine cooling. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 3. Remove the air cleaner outlet duct. 4. Disconnect the electronic throttle control (ETC) electrical connector (2). Page 8985 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7622 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2518 Passenger Car Zoning PASSENGER CAR ZONING Page 9200 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9058 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 11510 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2100 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2666 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 8007 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2521 Page 1354 Arrows and Symbols ARROWS AND SYMBOLS Page 7191 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 1986 Page 11774 Fuse: Application and ID I/P Fuse Block Label Fuse Block - I/P - Label (Coupe) Fuse Block - I/P - Label (Sedan) Fuse Block - I/P - Label Usage Page 11478 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1827 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 4358 - If the scan tool parameters do not indicate a lean condition, go to Symptoms - Computers and Control Systems. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Symptom Related Diagnostic Procedures/Symptoms - Engine Controls CIRCUIT/SYSTEM TESTING 1. Turn OFF the ignition. 2. Relieve the fuel pressure. Refer to Fuel Pressure Relief Procedure. 3. Disconnect the chassis fuel hose from the engine compartment fuel pipe. 4. Install the J 37287 between the chassis fuel hose and the engine compartment fuel pipe. 5. Open the valve on the J 37287. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. 8. Bleed the air from the J 34730-1A. 9. Command the fuel pump relay ON and then OFF with a scan tool. 10. Close the fuel feed pipe shut-off valve. 11. Monitor the J 34730-1A for 1 minute. - If the fuel pressure remains constant, replace the fuel sender assembly. - If the fuel pressure does not remain constant, locate and replace the leaking fuel injectors. REPAIR INSTRUCTIONS IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure. Fuel Rail Assembly Replacement - Fuel Injector Replacement See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures Page 3309 Disclaimer Page 2528 Page 5748 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 10930 Page 5970 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Drive Belt Chirping Diagnosis Step 1 - Step 10 Locations Transmission Mode Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 7780 Intake Air Temperature Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 6624 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 5377 Page 1045 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 10841 Passenger Car Zoning PASSENGER CAR ZONING Page 12093 Disclaimer Page 8922 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Locations Behind The I/P ABS - Improved Performance/Reprogram EBCM Electronic Brake Control Module: All Technical Service Bulletins ABS - Improved Performance/Reprogram EBCM Bulletin No.: 05-05-25-011 Date: October 31, 2005 TECHNICAL Subject: Brake System (ABS) Performance (Reprogram Electronic Brake Control Module (EBCM)) Models: 2006 Chevrolet Impala, Monte Carlo with Antilock Brake System (RPO JL9) and 18 Inch or 17 Inch Wheel Condition An improved brake module calibration has been released that can reduce minimum stopping distances. It is not expected that customers will experience any concern with their vehicle's braking performance. Information provided in this bulletin is provided to notify dealers of an available product improvement. Correction To enhance the antilock brake performance, technicians are to reprogram the electronic brake control module with an updated software calibration. These new service calibrations were released with TIS satellite data update version 11.0 available October 31, 2005. As always, make sure your Tech 2(R) is updated with the latest software version. Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 7887 Page 9600 Shift Solenoid: Connector Views 1-2 Shift Solenoid Valve Connector, Wiring Harness Side 2-3 Shift Solenoid Valve Connector, Wiring Harness Side Page 1894 Page 2959 8. Lower the vehicle. Page 5461 Page 9264 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4486 Page 4274 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 8759 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6047 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Diagram Information and Instructions Air Door Actuator / Motor: Diagram Information and Instructions Electrical Symbols Page 7978 Passenger Car Zoning PASSENGER CAR ZONING Page 6046 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Electrical - Battery Goes Dead Overnight Body Control Module: Customer Interest Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Page 10365 Page 1064 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 8036 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 12870 If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 16. Install the connector to the sensor. 17. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A flush rotor flange cuff (4) ^ An alignment mark (3) for installation 18. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 19. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 20. Install the connector to the sensor. 21. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A flush rotor flange cuff (5) ^ An alignment mark (4) for installation ^ A foam ring (6) 22. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 23. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. Page 4299 3. Install the crankshaft front oil seal using J35468 and a suitable tool. 4. Install the crankshaft key into the keyway. 5. Install the crankshaft balancer. Page 11160 Note the AMOUNT and LOCATION of the "high spot" on the rotor and mark the closest wheel stud relative to this location. Remove the rotor. Select the appropriate Brake Align(R) Runout Correction Plate for this vehicle using the Application Chart. Make sure the selection corrects the amount of runout that was diagnosed. Never attempt to stack two or more Correction Plates together on one hub. Never attempt to re-use a previously installed Correction Plate. Following the Brake Align(R) procedures and diagram, install the Correction Plate onto the vehicle between the hub and the rotor. The V-notch in the Correction Plate is to be installed and aligned with the noted location of the "high spot" on the vehicle hub and marked wheel stud. Install the rotor onto the vehicle with the Correction Plate placed between the hub and the rotor. Be sure to install the rotor onto the hub in the same location as identified in Step 7. The rotor should then be secured onto the hub and tightened to the proper specification. The rotor should be dial indicated once more to assure that the rotor is now within specification. The brake system is now ready for the remaining service and assembly. Once the caliper has been installed, check to ensure that the rotor rotates freely. Parts Information Brake Align(R) Runout Correction Plates are available through the suppliers shown. Page 9089 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 11589 Page 143 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 7559 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 6007 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Brake Pads Replacement - Front Brake Pad: Service and Repair Brake Pads Replacement - Front Brake Pads Replacement - Front Page 11503 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 10414 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3691 Page 5933 Page 5554 Page 9902 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 4856 Page 678 Page 8542 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 4477 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 7078 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 4304 5. Compress the valve spring using the J38606. 6. Install the valve cap keys. If necessary, use grease in order to hold the valve cap keys in place. 7. Release the valve spring using the J38606. 8. Ensure the valve cap keys are seated. 9. Remove the compressed air and remove the J22794 from the spark plug port. 10. Install the rocker arm. 11. Install the spark plug. Page 4754 Page 6897 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 11167 Brake Rotor/Disc: Specifications Front Brake Rotor (16 inch) Rotor Diameter .................................................................................................................................... ............................................. 303 mm (11.93 inch) Rotor Discard Thickness ..................................... ............................................................................................................................. 28.6 mm (1.126 inch) Rotor Maximum Allowable Assembled Lateral Runout .................................................................................................................. 0.06 mm (0.002 inch) Rotor Maximum Allowable Scoring ................................................................................................................................................ 1.50 mm (0.059 inch) Rotor Maximum Thickness Variation ............................................................................................................................................ 0.025 mm (0.001 inch) Rotor Minimum Allowable Thickness after Refinishing ..................................................................................................................... XX mm (XX inch) Rotor Thickness (New) .................................................................................................................................. .................................... 30 mm (1.181 inch) Front Brake Rotors (17 inch) Rotor Diameter .................................................................................................................................... ............................................. 323 mm (12.72 inch) Rotor Discard Thickness ..................................... ............................................................................................................................. 28.6 mm (1.126 inch) Rotor Maximum Allowable Assembled Lateral Runout .................................................................................................................. 0.06 mm (0.002 inch) Rotor Maximum Allowable Scoring ................................................................................................................................................ 1.50 mm (0.059 inch) Rotor Maximum Thickness Variation ............................................................................................................................................ 0.025 mm (0.001 inch) Rotor Minimum Allowable Thickness after Refinishing ................................................................................................................ 29.6 mm (1.165 inch) Rotor Thickness (New) .................................................................................................................................. ..................................... 30 mm (1.181 inch) Rear Brake Rotor Rotor Diameter .................................................................................................................................... ............................................. 292 mm (11.50 inch) Rotor Discard Thickness ..................................... ............................................................................................................................. 10.5 mm (0.413 inch) Rotor Maximum Allowable Assembled Lateral Runout .................................................................................................................. 0.06 mm (0.002 inch) Rotor Maximum Allowable Scoring ................................................................................................................................................ 1.50 mm (0.059 inch) Rotor Maximum Thickness Variation ............................................................................................................................................ 0.025 mm (0.001 inch) Rotor Minimum Allowable Thickness after Refinishing ................................................................................................................. 10.5 mm (0.413 inch) Rotor Thickness (New) .................................................................................................................................. ..................................... 12 mm (0.472 inch) Page 6238 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Page 10724 The halfshaft inboard seal must not be dimpled, stretched out or out of shape in any way. If the halfshaft inboard seal is not shaped correctly, carefully insert a thin flat blunt tool, no sharp edges, between the large seal opening and the trilobal tripot bushing in order to equalize the pressure. Shape the halfshaft inboard seal properly by hand. Remove the tool. Position the joint assembly at the proper vehicle dimension. ^ For 4.6L V8 engines, dimension a = 107 mm (4.21 inch). ^ For 4.0L V6 engines, dimension a = 111 mm (4.37 inch). ^ For 3.8L supercharged V6 engines, dimension a = 111 mm (4.37 inch). ^ For all others, dimension a = 95 mm (3.75 inch). 14. Align the following items while latching: ^ The halfshaft inboard seal ^ The tripot housing (2) ^ The large seal retaining clamp (3) Crimp the seal retaining clamp with J 35910 to 176 Nm (130 ft. lbs.). Add the breaker bar (5) and the torque wrench (4) to J 35910 if necessary. 15. Check the gap dimension (a) on the clamp ear. If gap dimension is larger than shown, continue tightening until gap dimension of 2.60 mm (0.102 inch) is reached. 16. Fully stroke the joint several times to disperse the grease. Page 7225 Oxygen Sensor: Connector Views Heated Oxygen Sensor (HO2S) 1 Heated Oxygen Sensor (HO2S) 2 Page 9870 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4236 11. Remove the fuel feed and evaporative emission (EVAP) line clip from the manifold absolute pressure (MAP) sensor bracket. 12. Disconnect the MAP sensor electrical connector (1). 13. Disconnect the EVAP canister purge solenoid electrical connector (1). 14. Disconnect the chassis EVAP line quick connect fitting from the purge solenoid. 15. Disconnect the electronic throttle control (ETC) electrical connector (2). Page 1888 Page 3661 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7562 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Page 10700 4. Notice: Refer to Fastener Notice in Service Precautions. Align the following items: ^ The halfshaft inboard seal (1) ^ The halfshaft bar ^ The swage ring (2) Tighten each bolt of J 41048 180 degrees at a time using a ratchet wrench. Alternate between each bolt until both sides are bottomed. Page 10384 Arrows and Symbols ARROWS AND SYMBOLS Page 8010 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5183 Arrows and Symbols ARROWS AND SYMBOLS Page 1353 Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Line/Hose: All Technical Service Bulletins Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 8091 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10948 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5625 3. Connect the fuel level sensor electrical connector (1). 4. Install the fuel tank module. Page 5345 Application Table (Part 1) Page 8799 Arrows and Symbols ARROWS AND SYMBOLS Page 28 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 7615 Arrows and Symbols ARROWS AND SYMBOLS Page 5777 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5833 Passenger Car Zoning PASSENGER CAR ZONING Page 8526 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12599 7. Remove the left side transmission mount lower nuts from the frame. 8. Remove the right side engine mount lower nuts from the frame. 9. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 10. Support the rear of the frame (cradle) using an adjustable jackstand. 11. Remove the rear frame bolts from the frame. Caution To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 12. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 10494 Torque Converter Clutch Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 810 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7781 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 10514 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 12170 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5753 Page 2527 Page 9042 Passenger Car Zoning PASSENGER CAR ZONING Page 7826 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 3093 Step 1 - Step 4 Step 1 - Step 2 Page 10776 Shift Effort Shift effort will vary among different style transmissions and synchronizer designs. Usually the more heavy duty the transmission, the higher the shift effort because of the increased mass of the components. Shift effort can also be higher in cold weather because the fluid will be thicker. Medium duty transmissions will not shift as quickly as a Corvette transmission. To reduce shift effort, do not attempt to rush the shift - allow the synchronizers to work as designed. Shifting harder will only increase the chance of rushing past the synchronizer leading to grinding while shifting. Non-Synchronized Gears Some light duty truck transmissions in 1st gear (creeper-gear) and reverse gears in various transmissions, along with all gears in some medium duty transmissions, may be non-synchronized. This means there is not a mechanism to match input and output shaft speeds to allow for a smooth shift. This function is left up to the driver. This can be noticed if a shift into 1st or reverse is attempted while the vehicle is rolling or before the input shaft stops rotating leading to a gear grind. The grinding can be reduced by coming to a complete stop and pausing for a moment before shifting into the 1st or reverse gear. Some slight grinding can be expected. In medium duty non-synchronized transmissions, the driver must match input shaft (engine) speed to output shaft (driveshaft) speed with every shift. This can be accomplished by double clutching, or by using other methods. If the driver is not able to perform this function properly, there will be gear grinding with each improperly completed shift. Driver training may be required to correct this condition. Clutch brakes are used in medium duty non-synchronized transmissions to allow a shift into gear at a stop. The clutch brake is used to stop the input shaft from spinning, allowing a shift into gear at a stop without grinding. The clutch brake is activated by pressing the clutch pedal all the way to the floor. When the clutch brake is used, it is possible to have a blocked shift with the vehicle stationary. If this occurs, engage the clutch slightly to rotate the input gear to allow the shift. The clutch brake is intended to only be used while at a stop. Care must be taken to not activate the clutch brake while shifting between gears. This could lead to excessive grinding or a blocked or missed shift. Skip Shift Currently, the Cadillac CTS-V, Pontiac GTO, Chevrolet Corvette and Camaro SS (other models may follow) equipped with the 6-speed manual transmission have a feature referred to as a "skip-shift." This feature only allows a shift from 1st to 4th gear when the indicator lamp is illuminated on the dash. Dealers cannot disable this feature as it was established to help meet fuel economy standards. The conditions for this feature are: engine coolant at normal operating temperature, vehicle speed of 24-31 km/h (15-19 mph), 21% or less throttle being used (refer to Service Information or the Owner Manual for more details.) Disclaimer Page 634 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 9323 Page 6813 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 9287 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 9367 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 4782 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 13187 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 8369 Page 7701 Page 5963 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Diagram Information and Instructions Oxygen Sensor: Diagram Information and Instructions Electrical Symbols Page 8979 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 2218 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8000 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 12652 * The amount identified in "Net Item" should represent the actual sum total of the current GMCC&A; Dealer net price for the 1/4 container of power steering fluid (V6) needed to perform the required repairs, not to exceed $1.40 USD, $1.26 CAD, plus applicable Mark-Up. ** The amount identified in "Net Item" should represent the dollar amount reimbursed to the customer. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter included with this bulletin). Dealer Program Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through February 28, 2013. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is provided in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through February 28, 2013, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure Service Procedure V6 Engine Note The location of the leak (1) is shown above. The power steering cooler hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. Page 6249 7. Remove the park lock cable assembly (1) from the ignition lock cylinder case in the following way: 1 Use a small blade to push against the locking tab on the end of the park lock cable assembly (1). 2 Disconnect the park lock cable assembly (1) from the ignition lock cylinder case. 8. Remove the 3 TORX screws (2) from the ignition lock cylinder case (1). 9. Remove the ignition lock cylinder case (1) from the steering column tilt head assembly. Installation Procedure 1. Align the ignition lock cylinder case (1) with the steering column tilt head assembly. 2. Notice: Refer to Fastener Notice in Service Precautions. Screw the 3 TORX screws (2) into the ignition lock cylinder case (1). Tighten the 3 TORX screws to 7 Nm (62 inch lbs.). Page 3864 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Page 1189 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10515 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5758 Page 7566 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6233 Page 2746 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 4658 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 4042 6. Install the crankshaft balancer washer and the bolt. Notice: Refer to Fastener Notice. 7. Tighten the crankshaft balancer bolt. Tighten the bolt to 70 Nm (52 ft. lbs.) plus an additional 70 degrees using the J45059. 8. Remove the J45059 from the flywheel. 9. Install the torque converter covers. 10. Raise the frame into the original position. 11. Install and tighten the right and left side frame bolts. Tighten the bolts to 100 Nm (74 ft. lbs.) plus an additional 90 degrees using the J45059. 12. Install the right engine splash shield. 13. Install the right front tire and wheel. 14. Lower the vehicle. 15. Install the drive belt. Page 1688 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7938 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Application and ID Relay Box: Application and ID Fuse Block - Underhood - Label Fuse Block - Underhood Label Usage Page 9196 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 1034 Page 12018 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 7945 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 6882 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 11463 Page 4574 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Service and Repair Valve Guide Seal: Service and Repair Valve Stem Oil Seal and Valve Spring Replacement Tools Required ^ J22794 Spark Plug Port Adapter ^ J38606 Valve Spring Compressor Removal Procedure Important: ^ Before removing the valve locks, rotate the engine so that the piston in the cylinder you are working on is at top dead center (TDC). This will eliminate the possibility of the valve accidentally falling inside the cylinder. ^ Loosen the spark plug, and clean any dirt and/or debris from the spark plug recess area before removing. 1. Remove the spark plug. 2. Remove the rocker arm. 3. Install the J22794 into the spark plug port. Apply compressed air in order to hold the valves in place. 4. Install the J38606 onto the valve spring. 5. Compress the valve spring using the J38606. Page 11548 Disclaimer Page 1654 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7489 Engine Control Module: Description and Operation Electronic Ignition (EI) System ENGINE CONTROL MODULE (ECM) The engine control module (ECM) controls all ignition system functions, and constantly corrects the basic spark timing. The ECM monitors information from various sensor inputs that include the following: - The throttle actuator control (TAC) system - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 1835 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 1261 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 5129 Body Control Module: Connector Views Body Control Module (BCM) C1 Page 3694 Page 2655 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9019 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 8498 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 7294 Page 11645 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10912 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 2-3 shift solenoid electrical connector. 3. Remove the 2-3 shift solenoid retaining clip (314C). 4. Remove the 2-3 shift solenoid (315B) and the O-ring (316). Installation Procedure 1. Install the O-ring (316) and the 2-3 shift solenoid (315B). 2. Install the 2-3 shift solenoid retaining clip (314C). 3. Connect the 2-3 shift solenoid electrical connector. 4. Install the case side cover. Page 9006 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 8087 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 9983 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 13051 Tires: Service and Repair Tire Mounting and Dismounting Tire Mounting and Dismounting Notice: Use a tire changing machine in order to dismount tires. Do not use hand tools or tire irons alone in order to remove the tire from the wheel. Damage to the tire beads or the wheel rim could result. Notice: Do not scratch or damage the clear coating on aluminum wheels with the tire changing equipment. Scratching the clear coating could cause the aluminum wheel to corrode and the clear coating to peel from the wheel. Notice: Damage to either the tire bead or the wheel mounting holes can result from the use of improper wheel attachment or tire mounting procedures. It takes up to 70 seconds for all of the air to completely exhaust from a large tire. Failure to follow the proper procedures could cause the tire changer to put enough force on the tire to bend the wheel at the mounting surface. Such damage may result in vibration and/or shimmy, and under severe usage lead to wheel cracking. 1. Deflate the tire completely. Important: Rim-clamp European-type tire changers are recommended. 2. Use the tire changer in order to remove the tire from the wheel. 3. Remove all residual liquid sealant from the inside of the tire and wheel surfaces. If any tire sealant is noted upon tire dismounting on vehicles equipped with TPM, replace the tire pressure sensor. Refer to Tire Pressure Sensor Replacement. 4. Use a wire brush or coarse steel wool in order to remove any rubber, light rust or corrosion from the wheel bead seats. Notice: When mounting the tires, use an approved tire mounting lubricant. DO NOT use silicon or corrosive base compounds to lubricate the tire bead and the wheel rim. A silicon base compound can cause the tire to slip on the rim. A corrosive type compound can cause tire or rim deterioration. 5. Apply GM P/N 12345884 (Canadian P/N 5728223) or equivalent to the tire bead and the wheel rim. 6. Use the tire changer in order to install the tire to the wheel. Caution: To avoid serious personal injury, do not stand over tire when inflating. The bead may break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads, deflate, relubricate the beads and reinflate. Overinflation may cause the bead to break and cause serious personal injury. 7. Inflate the tire to the proper air pressure. 8. Ensure that the locating rings are visible on both sides of the tire in order to verify that the tire bead is fully seated on the wheel. Page 1178 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 10546 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12585 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Electrical - Aftermarket Fuse Warning Fuse: All Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 2416 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 4133 1. Position the engine mount strut bracket to the cylinder head. Notice: Refer to Fastener Notice. 2. Install the engine mount strut bracket to cylinder head bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 3. Position and install the heater inlet and outlet hoses to the engine pipes. 4. Install the heater inlet and outlet hose clamp to the throttle body studs. 5. Position the heater inlet and outlet hose clamps at the pipes. 6. Install the heater inlet and outlet hose clamp nuts to the throttle body studs. Tighten the nuts to 10 Nm (89 ft. lbs.). 7. Install the engine mount strut. 8. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). Engine Mount Strut Replacement Page 11967 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 10565 5. Notice: Refer to Fastener Notice in Service Precautions. Install the oil pump body and cover bolts (206,207). ^ Tighten the bolts (207) to 12 Nm (106 inch lbs.). ^ Tighten the bolts (206) to 16 Nm (12 ft. lbs.). 6. Reposition and connect the electrical connectors to the following: ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) ^ 2 - 3 Shift solenoid valve assembly (315B) ^ If equipped internal mode switch 7. Install the case side cover. Page 5600 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 11709 Page 12645 Disclaimer TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 4653 Arrows and Symbols ARROWS AND SYMBOLS Page 9417 Page 4012 5. Install the engine harness clip to the engine bracket. 6. Connect the intake manifold tuning valve electrical connector. 7. Install the intake manifold cover. Page 42 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9546 Conversion - English/Metric (Part 1) Page 7813 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 9649 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 4622 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8896 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4122 Engine Mount: Service and Repair Engine Mount Strut Bracket Replacement - Right Engine Mount Strut Bracket Replacement - Right Removal Procedure 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Remove the engine mount strut. 3. Remove the heater inlet and outlet hose clamp nuts from the throttle body studs. 4. Reposition the heater inlet and outlet hose clamps at the pipes. 5. Remove the heater inlet and outlet hoses from the engine pipes. 6. Remove the heater inlet and outlet hose clamp from the throttle body studs. 7. Reposition the inlet and outlet hoses. Page 2833 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7386 Body Control Module: Service and Repair BODY CONTROL MODULE REPLACEMENT Page 6108 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 8658 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 7637 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 9905 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12456 2. Install the following onto the steering shaft: 1 The steering wheel position sensor (1) Refer to Steering Wheel Position Sensor Centering. 2 The sensor locator (2) 3 The sensor retainer (3) 4 The steering shaft seal (4) 5 The boot seal (5) 3. Install the steering column into the vehicle. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 4197 22. Remove the engine mount bracket bolts. 23. Remove the engine mount and bracket. 24. Remove the right side lower ball joint from the steering knuckle. 25. Remove the right side outer tie rod from the steering knuckle. 26. Remove the right side stabilizer link. 27. Install the jackstands to the frame. 28. Remove the right side frame bolts and loosen the left side frame bolts. 29. Using the jackstands, lower the right side of the frame. 30. Using the J39505, remove the right side oil pan side bolts. 31. Remove the left side oil pan side bolts (1). 32. Remove the oil pan bolts (2). 33. Remove the oil pan. 34. Remove the oil pan gasket. 35. Clean the following items: ^ The oil pan flanges ^ The oil pan rail Page 5606 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 6656 Page 5462 Page 5121 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 1960 3. Install the CMP sensor bolt. NOTE: Refer to Fastener Notice. Tighten the bolt to 10 N.m (89 lb in). 4. Connect the CMP sensor electrical connector. 5. Install the power steering pump. Page 813 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 4724 Flushing Procedures using DEX-COOL(R) Important: The following procedure recommends refilling the system with DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. This coolant is orange in color and has a service interval of 5 years or 240,000 km (150,000 mi). However, when used on vehicles built prior to the introduction of DEX-COOL(R), maintenance intervals will remain the same as specified in the Owner's Manual. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling system flush and fill machine is not available, drain the coolant and dispose of properly following the draining procedures in the appropriate Service Manual. Refill the system using clear, drinkable water and run the vehicle until the thermostat opens. Repeat and run the vehicle three (3) times to totally remove the old coolant or until the drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with DEX‐COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% DEX-COOL(R), P/N 12346290 (in Canada, use P/N 10953464), GM specification 6277M. Then slowly add clear, drinkable water (preferably distilled) to the system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and reverify the coolant level. If necessary, add clean water to restore the coolant to the appropriate level. Once the system is refilled, reverify the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. The concentration levels should be between 50% and 65%. Flushing Procedures using Conventional Silicated (Green Colored) Coolant Important: 2004-2005 Chevrolet Aveo (Pontiac Wave, Canada Only) does not use DEX‐COOL(R). The Aveo and Wave are filled with conventional, silicated engine coolant that is blue in color. Silicated coolants are typically green in color and are required to be drained, flushed and refilled every 30,000 miles (48,000 km). The Aveo and Wave are to be serviced with conventional, silicated coolant. Use P/N 12378560 (1 gal) (in Canada, use P/N 88862159 (1 L). Refer to the Owner's Manual or Service Information (SI) for further information on OEM coolant. Important: Do not mix the OEM orange colored DEX-COOL(R) coolant with green colored coolant when adding coolant to the system or when servicing the vehicle's cooling system. Mixing the orange and green colored coolants will produce a brown coolant which may be a customer dissatisfier and will not extend the service interval to that of DEX-COOL(R). Conventional silicated coolants offered by GM Service and Parts Operations are green in color. ^ If available, use the approved cooling system flush and fill machine (available through the GM Dealer Equipment Program) following the manufacturer's operating instructions. ^ If approved cooling systems flush and fill machine is not available, drain coolant and dispose of properly following the draining procedures in appropriate Service Manual. Refill the system using clear, drinkable water and run vehicle until thermostat opens. Repeat and run vehicle three (3) times to totally remove old coolant or until drained coolant is almost clear. Once the system is completely flushed, refill the cooling system to a 50%-60% concentration with a good quality ethylene glycol base engine coolant, P/N 12378560, 1 gal (in Canada, use P/N 88862159 1 L), conforming to GM specification 1825M, or recycled coolant conforming to GM specification 1825M, following the refill procedures in the appropriate Service Manual. If a Service Manual is not available, fill half the capacity of the system with 100% good quality ethylene glycol base (green colored) engine coolant, P/N 12378560 1 gal., (in Canada, use P/N 88862159 1 L) conforming to GM specification 1825M. Then slowly add clear, drinkable water (preferably distilled) to system until the level of the coolant mixture has reached the base of the radiator neck. Wait two (2) minutes and recheck coolant level. If necessary, add clean water to restore coolant to the appropriate level. Once the system is refilled, recheck the coolant concentration using a Refractometer J 23688 (Fahrenheit scale) or J 26568 (centigrade scale) coolant tester, or equivalent. Concentration levels should be between 50% and 65%. Parts Information Warranty Information Page 3586 Fuse: Application and ID I/P Fuse Block Label Fuse Block - I/P - Label (Coupe) Fuse Block - I/P - Label (Sedan) Fuse Block - I/P - Label Usage Page 10722 6. Slide the tripot joint spider assembly (4) as far as it will go on the halfshaft bar. 7. Install the spacer ring (2) into the groove of the halfshaft bar J 8059. Page 6434 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1638 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10102 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7089 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1392 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2250 IMPORTANT: A special anti-seize compound is used on the HO2S threads. The compound consists of liquid graphite and glass beads. The graphite tends to burn away, but the glass beads remain, making the sensor easier to remove. New or service replacement sensors already have the compound applied to the threads. If the sensor is removed from an exhaust component and if for any reason the sensor is to be reinstalled, the threads must have anti-seize compound applied before reinstallation. 1. If re-installing the old sensor, coat the threads with anti-seize compound P/N 12377953, or equivalent. 2. Install the HO2S to the exhaust manifold. NOTE: Refer to Fastener Notice. Tighten the sensor to 42 N.m (31 lb ft). 3. Connect the HO2S electrical connector (2). 4. Install the CPA retainer (3). 5. Install the oxygen sensor electrical connector to the ignition coil bracket. Page 819 Page 711 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Air Temperature Actuator Replacement - Right Air Door Actuator / Motor: Service and Repair Air Temperature Actuator Replacement - Right AIR TEMPERATURE ACTUATOR REPLACEMENT - RIGHT Page 5496 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5877 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 10539 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 8381 Page 220 8.2. Remove the console (A) together with the OnStar(R) control modules. 8.3. Remove the connectors (B). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 8.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). Page 9876 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 2950 Input Speed Sensor Connector, Wiring Harness Side Page 4057 Fuel Pressure Release: Service and Repair Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 10710 6. Put a light coat of grease from the service kit on the ball grooves of the inner race and the outer race. 7. Hold the inner race 90 degrees to centerline of cage with the lands of the inner race (1) aligned with the windows of the cage (2) and insert the inner race into the cage. 8. Hold the cage and the inner race 90 degrees to centerline of the outer race (1) and align the cage windows (3) with the lands of the outer race. 9. Important: Be sure that the retaining ring side of the inner race faces the halfshaft bar. Place the cage and the inner race into the outer race. 10. Insert the first chrome ball then tilt the cage in the opposite direction to insert the opposing ball. 11. Repeat this process until all 6 balls are in place. 12. Place approximately half the grease from the service kit inside the outboard seal and pack the CV joint with the remaining grease. Page 626 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 7981 Page 6132 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 3699 2. Install the fasteners (1) securing the electrical center board (2). Tighten the fasteners to 7 N.m (62 lb in). 3. Connect the positive battery cable. 4. Install the electrical center cover (1). Page 2849 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12600 13. Remove the right side engine mount bracket bolts. 14. Remove the right side engine mount and bracket from the vehicle. 15. Disconnect the power steering cooler pipe/hose from the gear. 16. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 17. Disconnect the power steering cooler pipe/hose from the return line. 18. Remove the power steering cooler pipe/hose assembly from the vehicle. 19. Install the power steering cooler pipe/hose assembly to the vehicle with the new cooler installed over the front of the cradle as shown. 20. Connect the power steering cooler pipe/hose to the return line and install the clamp. 21. Connect the power steering cooler pipe/hose to the gear. Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 22. Remove the clip and replace with glued isolator (1). Isolator is smaller than what picture shows. Page 2265 Passenger Car Zoning PASSENGER CAR ZONING Page 12741 4. Open the hood and locate the underhood fuse center (1) on right/passenger shock tower. IMPORTANT: This sensing and diagnostic module (SDM) has two fused power inputs. To ensure there is no unwanted SIR deployment, personal injury, or unnecessary SIR system repairs, remove both AIR BAG (IGN) and AIR BAG (BATT) fuses. With the AIR BAG fuses removed and the ignition switch in the ON position, the AIR BAG warning indicator illuminates. This is normal operation, and does not indicate an SIR system malfunction. 5. Lift the cover for the underhood fuse center. 6. Locate and remove the Air Bag fuse from the underhood fuse center. 7. Pull back carpet from the front lower right/passenger door pillar to expose the interior fuse center (1), refer to Junction Block Replacement Accessory Wiring. 8. Remove the cover then locate and remove the Air Bag fuse from the interior fuse center. Locations Main Relay (Computer/Fuel System): Locations Location View Page 4664 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 4572 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 11926 Relay Box: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 7569 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 8874 Page 10368 Page 8208 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Page 1595 Page 9670 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 6900 Page 3878 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 6215 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 609 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 4896 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 3664 Locations RF Of The Engine Compartment Page 1039 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8081 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 4922 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 11801 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 3522 Page 1670 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 5523 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 3607 Page 6635 Body Control Module (BCM) C3 (Part 1) Page 866 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 1863 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 9612 Page 5563 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7834 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 12326 Relay Box: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 12059 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 6731 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Page 1873 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 10059 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8729 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 13038 Tires: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 7892 Passenger Car Zoning PASSENGER CAR ZONING Page 2492 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 2908 24. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (4) ^ A pin hole (2) for the centering pin-Note the location of the pin hole. ^ An alignment mark (3) on the flush rotor flange cuff (4) for installation ^ A foam ring (1) 25. Remove the connector from the sensor. 26. Remove the sensor from the adapter and bearing assembly. 27. To install the sensor, proceed to step 21 in the installation procedure. Installation Procedure 1. Important: If reusing the existing sensor, no centering of the sensor is required. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on your right. From the technicians point of view, the BACK of the sensor (2) connector will be on your left. 3. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 4. Install the connector to the sensor. 5. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (4) ^ A pin hole (7) for the centering pin-Note the location of the pin hole. ^ A flushed rotor flange cuff (6) ^ An alignment mark (5) for installation 6. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ A foam ring (3) Page 218 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.17. Fold back the wiring harness and tape over the connectors (G). Fold back the wiring harness once more and secure with cable ties (H). 6.18. Secure the new optic cable on the parcel shelf along the existing wiring harness by the ordinary securing points and by the speaker (I). 6.19. Thread the optic cable down next to the old cable from the parcel shelf to the left-hand wheel housing, next to REC. The cable is secured in the existing clips. 6.20. Fit the right-hand C-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.21. Fit the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.22. Fit the passenger seat in accordance with WIS - 8. Body - Seats - Adjustment/Replacement. 6.23. Fit the right-hand side bolster in accordance with WIS - 8. Body - Seats Adjustment/Replacement. 6.24. Fold up the rear seat backrest. 6.25. Fit the right-hand B-pillar trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6.26. Fit the A-pillar's lower side piece. 7. M04-05, 4D: Removing the OnStar® control modules and securing the wiring: Page 6581 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 8920 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1926 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8383 Page 641 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 11826 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6964 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2377 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4635 Page 6935 Page 4728 Page 6054 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 10512 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 12479 7. Remove the rear strut to knuckle bolts (2) and the nuts (1). 8. Remove the knuckle (5) from the vehicle. Installation Procedure 1. Install the knuckle to the vehicle. 2. Hand start the strut to knuckle bolts (2) and nuts (1). Do not tighten the nuts at this time. 3. Connect the rear suspension trailing arm (2) to the knuckle (3). Page 5978 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9552 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 4964 1. Install the exhaust crossover pipe seals to the exhaust manifolds. 2. Install the exhaust crossover pipe. 3. Notice: Refer to Fastener Notice. Install the exhaust crossover pipe nuts. Tighten the nuts to 20 Nm (15 ft. lbs.). 4. Install the exhaust crossover pipe heat shield. 5. Install the exhaust crossover pipe heat shield bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 6. Install the air cleaner intake duct. Page 9008 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5807 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2219 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 3945 Wheel Bearing: Service and Repair Front Suspension Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Remover Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Disconnect the wheel speed sensor electrical connector (2), if equipped. 4. Remove the wheel speed sensor electrical connector from the bracket, if equipped. 5. Remove the front wheel drive shaft nut (2). Insert a drift or flat bladed tool (1) into the caliper and rotor to prevent from turning. 6. Remove the brake rotor. Page 12025 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 6332 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Page 6172 Page 8616 Fuel Pump Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 7926 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5321 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5271 Page 8495 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 9376 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 11175 Brake Rotor/Disc: Testing and Inspection Brake Rotor Assembled Lateral Runout Correction Brake Rotor Assembled Lateral Runout (LRO) Correction Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement Review the following acceptable methods for bringing the brake rotor assembled LRO to within specifications. Determine which method to use for the specific vehicle being repaired. ^ The indexing method of correcting assembled LRO is most effective when the LRO specification is only exceeded by a relatively small amount: 0.025 - 0.127 mm (0.001 - 0.005 inch). Indexing is used to achieve the best possible match of high spots to low spots between related components. Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction - Indexing. See: Brake Rotor Assembled Lateral Runout Correction - Indexing ^ The correction plate method of correcting assembled LRO involves the addition of a tapered plate between the brake rotor and the hub/axle flange. The correction plate method can be used to correct LRO that exceeds the specification by up to 0.23 mm (0.009 inch). Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction - Correction Plates. See: Brake Rotor Assembled Lateral Runout Correction - Correction Plates ^ The on-vehicle brake lathe method is used to bring the LRO to within specifications through compensating for LRO while refinishing the brake rotor. Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction - On-Vehicle Lathe. See: Brake Rotor Assembled Lateral Runout Correction - On Vehicle Lathe If the assembled LRO cannot be corrected using these methods, then other components must be suspected as causing and/or contributing to the LRO concern. Brake Rotor Assembled Lateral Runout Correction - Correction Plates Brake Rotor Assembled Lateral Runout (LRO) Correction - Correction Plates Tools Required ^ J39544-KIT Torque-Limiting Socket Set, or equivalent ^ J45101-100Conical Brake Rotor Washers Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement Page 6199 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9318 Page 11471 Page 6817 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Service and Repair Coolant Reservoir: Service and Repair Coolant Recovery Reservoir Replacement (RPO's LZE, LZ4, LZ9) Removal Procedure 1. Reposition the reservoir hose clamp (1). 2. Remove the reservoir hose from the radiator overflow neck. 3. Remove the coolant recovery reservoir nuts (2) from the shock tower studs. 4. Remove the coolant recovery reservoir (3) from the lower retainer and the shock tower studs. 5. Drain the coolant from the recovery reservoir in to a clean container. Installation Procedure 1. Install the coolant recovery reservoir (3) onto the lower retainer and the shock tower studs. 2. Notice: Refer to Fastener Notice. Install the coolant recovery reservoir nuts (2) to the shock tower studs. Tighten the nuts to 3.3 Nm (29 inch lbs.). 3. Lubricate the reservoir hose with clean water. Route the hose to the radiator overflow neck fitting. 4. Install the coolant reservoir hose (1) to the overflow neck fitting. 5. Install the reservoir hose and clamp (1), with the clamp tabs at the 11 o'clock position, to the radiator overflow fitting on the radiator filler neck. The hose end must be flush against the radiator filler neck. Seat the clamp squarely between the radiator filler neck and the flared end of the fitting. 6. Fill the coolant recovery reservoir to the proper level. Page 3091 Step 1 - Step 12 Page 7853 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 5195 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6961 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 5241 Engine Control Module (ECM) C2 (Part 1) Page 4813 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 1091 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 9084 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3670 Fuse Block - Underhood C1 (Part 3) Page 5096 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7578 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8926 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 9790 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8910 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9313 Page 8996 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 9793 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7014 NOTE: - Do not attach add-on vacuum operated equipment to this vehicle. The use of add-on vacuum equipment may result in damage to vehicle components or systems. - Connect any add-on electrically operated equipment to the vehicle's electrical system at the battery (power and ground) in order to prevent damage to the vehicle. Aftermarket, add-on, electrical and vacuum equipment is defined as any equipment installed on a vehicle after leaving the factory that connects to the vehicles electrical or vacuum systems. No allowances have been made in the vehicle design for this type of equipment. Add-on electrical equipment, even when installed to these strict guidelines, may still cause the powertrain system to malfunction. This may also include equipment not connected to the vehicle electrical system, such as portable telephones and radios. Therefore, the first step in diagnosing any powertrain condition is to eliminate all of the aftermarket electrical equipment from the vehicle. After this is done, if the problem still exists, the problem may be diagnosed in the normal manner. Electrostatic Discharge (ESD) Damage IMPORTANT: In order to prevent possible electrostatic discharge damage to the engine control module (ECM), DO NOT touch the connector pins on the ECM. The electronic components that are used in the control systems are often designed to carry very low voltage. The electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage, therefore, it is important to use care when handling and testing electronic components. Emissions Control Information Label The underhood Vehicle Emissions Control Information Label contains important emission specifications and setting procedures. In the upper left corner is the exhaust emission information. This identifies the year, the manufacturing division of the engine, the displacement of the engine in liters, the class of the vehicle, and type of fuel metering system. There is also an illustrated emission components and vacuum hose schematic. This label is located in the engine compartment of every General Motors vehicle. If the label has been removed, it can be ordered from GM service parts operations (GMSPO). Underhood Inspection IMPORTANT: This inspection is very important and must be done carefully and thoroughly. Perform a careful underhood inspection when performing any diagnostic procedure or diagnosing the cause of an emission test failure. This can often lead to repairing a condition without further steps. Use the following guidelines when performing an inspection: Inspect all of the vacuum hoses for correct routing, pinches, cuts, or disconnects. - Inspect any hoses that are difficult to see. - Inspect all of the wires in the engine compartment for the following conditions: Burned or chafed spots - Pinched wires - Contact with sharp edges - Contact with hot exhaust manifolds Page 9254 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Diagrams Battery Current Sensor Page 1694 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1342 Passenger Car Zoning PASSENGER CAR ZONING Page 12651 Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Customer Reimbursement Procedure and Claim Form is included with the customer letter. Important (For GM Only) Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada Customer requests for reimbursement for previous repairs for the condition are to be submitted to the dealer by February 28, 2013. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement verification. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Warranty Transaction Information Submit a transaction using the table below. Page 7941 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 3839 1. Install the tire and wheel assembly. Align the locating mark of the tire and wheel to the hub. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in order to avoid excessive runout. 2. Install the wheel nuts. ^ Tighten the nuts in a cries-cross pattern to 140 Nm (100 ft. lbs.). 3. Remove the safety stands and lower the vehicle. Diagram Information and Instructions Body Control Module: Diagram Information and Instructions Electrical Symbols Page 10090 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1296 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 4565 Page 11182 Measurement - Thickness variation in excess of the maximum allowable specification - Excessive corrosion/rust and/or pitting - Cracks and/or heat spots - Excessive blueing discoloration - Scoring of the disc brake rotor surface in excess of the maximum allowable specification ^ Disc brake rotors may need to be refinished as part of the process for correcting brake rotor assembled lateral runout (LRO) that exceeds the maximum allowable specification. 1. Important: Whenever the brake rotor has been separated from the hub/axle flange, clean any rust or contaminants from the hub/axle flange and the brake rotor mating surfaces. Failure to do this may result in increased assembled lateral runout (LRO) of the brake rotor, which could lead to brake pulsation. Using the J42450-A, thoroughly clean any rust or corrosion from the mating surface of the hub/axle flange. 2. Using the J41013, thoroughly clean any rust or corrosion from the mating surface and mounting surface of the brake rotor. 3. Inspect the mating surfaces of the hub/axle flange and the rotor to ensure that there are no foreign particles or debris remaining. 4. Mount the brake rotor to the brake lathe according to the lathe manufacturer's instructions, ensuring that all mounting attachments and adapters are clean and free of debris. 5. Ensure that any vibration dampening attachments are securely in place. 6. With the brake lathe running, slowly bring in the cutting tools until they just contact the brake rotor friction surfaces. 7. Observe the witness mark on the brake rotor. If the witness mark extends approximately three-quarters or more of the way around the brake rotor friction surface on each side, the brake rotor is properly mounted to the lathe. 8. If the witness mark does not extend three-quarters or more of the way around the brake rotor, re-mount the rotor to the lathe. 9. Following the brake lathe manufacturer's instructions, refinish the brake rotor. 10. After each successive cut, inspect the brake rotor thickness. Refer to Brake Rotor Thickness Measurement. See: Brake Rotor Thickness Measurement 11. If at any time the brake rotor exceeds the minimum allowable thickness after refinish specification, the brake rotor must be replaced. 12. After refinishing the brake rotor, use the following procedure in order to obtain the desired non-directional finish: 1. Follow the brake lathe manufacturer's recommended speed setting for applying a non-directional finish 2. Using moderate pressure, apply the non-directional finish: ^ If the lathe is equipped with a non-directional finishing tool, apply the finish with 120 grit aluminum oxide sandpaper ^ If the lathe is not equipped with a non-directional finishing tool, apply the finish with a sanding block and 150 grit aluminum oxide sandpaper 3. After applying a non-directional finish, clean each friction surface of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner 13. Remove the brake rotor from the brake lathe. 14. Measure the assembled lateral runout (LRO) of the brake rotor to ensure optimum performance of the disc brakes. Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement 15. If the brake rotor assembled LRO measurement exceeds the specification, bring the LRO to within specifications. Refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction Brake Rotor Surface and Wear Inspection Brake Rotor Surface and Wear Inspection Caution: Refer to Brake Dust Caution in Service Precautions. 1. If the inboard friction surface of the brake rotor is not accessible, reposition and support the caliper with the brake pads. Refer to Brake Pads Replacement - Front and/or Brake Pads Replacement - Rear. 2. Clean the friction surfaces of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner. 3. Inspect the friction surfaces of the brake rotor for the following Braking Surface Conditions: ^ Heavy rust and/or pitting Light surface rust can be removed with an abrasive disc. Heavy surface rust and/or pitting must be removed by refinishing the rotor. ^ Cracks and/or heat spots ^ Excessive blueing discoloration 4. If the friction surfaces of the brake rotor exhibit one or more of the Braking Surface Conditions, the rotor requires refinishing or replacement. Page 6705 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 7055 Page 11227 2. Install the piston seal in the brake caliper. 3. Install the dust seal on the piston. 4. Important: Position the piston in the bore so that it is straight and level. Install the piston in the brake caliper. Page 1774 Turn Signal/Multifunction Switch C2 Turn Signal/Multifunction Switch C3 Page 10899 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2996 What corrected the customer concern and was the repair verified? Please Explain: ............. Disclaimer Page 8261 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 3225 35. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb ft). 36. Connect both stabilizer shaft links to the shaft. Tighten Tighten the stabilizer link nuts to 60 Nm (44 lb ft). 37. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 38. Install the air deflector. 39. Clean power steering fluid from the underbody of the vehicle. 40. Remove the drain pan. 41. Lower the vehicle. 42. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid procedure in SI. Owner Letter Owner Letter Dear General Motors Customer: We have learned that your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo, may have a condition in which the power steering cooler line may leak or split. If this were to occur, you would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Your satisfaction with your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo is very important to us, so we are announcing a program to prevent this condition. What We Will Do: Your GM dealer will replace the power steering cooler line on your vehicle. This service will be performed for you at no charge until February 28, 2013. Page 9253 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 1122 Note All pictures must be sent as a.jpg file. 27. E-mail a copy of the screenshot to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 28. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 29. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Warranty Information - The Dealership Service Management must be involved in any situation that would justify the use of labor operation Z1111. - Notify the Fixed Operations Manager (FOM) (Warranty Manager (WM) in Canada) of the situation. - All claims will have to be routed to the FOM (WM in Canada) for approval. - Please refer to Corporate Bulletin Number 09-00-89-016, Labor Operation Z1111 - Suspected Tampering or Vehicle Modifications for important information. For vehicles repaired under warranty, use the table. Disclaimer Page 4828 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. A/T - 4T65-E Launch Shudder/Low Power After 1-2 Shift Clutch: All Technical Service Bulletins A/T - 4T65-E Launch Shudder/Low Power After 1-2 Shift Bulletin No.: 06-07-30-018 Date: August 17, 2006 TECHNICAL Subject: 4T65-E Launch Shudder on Acceleration, Lack of Power After 1-2 Upshift (Inspect and Replace 4th Clutch Piston and Friction Plates) Models: 2006 Buick Allure (Canada Only), LaCrosse, Lucerne, Rendezvous, Terraza 2006 Chevrolet Impala, Malibu SS, Malibu Maxx SS, Monte Carlo, Uplander 2006 Pontiac Grand Prix, Montana SV6, G6 GTP 2006 Saturn Relay with 4T65-E Automatic Transmission (RPOs MN7, M15, M76) Condition Some customers may comment on a low speed shudder upon acceleration, usually in the 0-32 km/h (0-20 mph) range. The customer may also comment on lack of power after a 1-2 gear upshift. Cause The cause of this condition may be due to a binding 4th clutch piston. Correction Inspect the 4th clutch piston, the seals and fiber plates. The plates may show signs of excessive heat in the center of the plate. The fiber plates may also show signs of heat in the adjacent area. Normal plates are heat treated and have a slightly dark appearance. Replace the 4th clutch piston, seals and fiber plates as necessary. Refer to the Transmission/Transaxle section of SI. Parts Information Warranty Information Page 1417 Air Bag Control Module: Service and Repair INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE REPLACEMENT Page 11822 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2520 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 7603 Passenger Car Zoning PASSENGER CAR ZONING Page 798 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 11117 Brake Caliper Overhaul - Front Brake Caliper Overhaul - Front Tools Required ^ J8092 Universal Driver Handle 3/4 inch-10 ^ J45863 Boot Seal Installer Caution: Refer to Brake Fluid Irritant Caution. Disassembly Procedure Page 11174 Brake Rotor/Disc: Testing and Inspection Brake Rotor Assembled Lateral Runout Correction - On Vehicle Lathe Brake Rotor Assembled Lateral Runout (LRO) Correction - On-Vehicle Lathe Tools Required ^ J45101-100Conical Brake Rotor Washers Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement 1. Ensure that the caliper and caliper bracket that are already being supported, are clear from contacting any rotating components, such as the brake rotor. 2. Remove the J45101-100 and the lug nuts that were installed during the assembled LRO measurement procedure and/or the indexing correction procedure. 3. Inspect the mounting surface of the hub/axle flange and the brake rotor to ensure that there are no foreign particles or debris remaining. 4. Set up the lathe, following the manufacturer's instructions. 5. Refinish the brake rotor, following the brake lathe manufacturer's instructions. 6. After each successive cut, inspect the brake rotor thickness. Refer to Brake Rotor Thickness Measurement. See: Brake Rotor Thickness Measurement 7. If at any time the brake rotor exceeds the minimum allowable thickness after refinish specification, the brake rotor must be replaced. After replacing the rotor, proceed to step 10. 8. After refinishing the brake rotor, use the following procedure in order to obtain the desired non-directional finish: 1. Follow the brake lathe manufacturer's recommended speed setting for applying a non-directional finish 2. Using moderate pressure, apply the non-directional finish: ^ If the lathe is equipped with a non-directional finishing tool, apply the finish with 120 grit aluminum oxide sandpaper ^ If the lathe is not equipped with a non-directional finishing tool, apply the finish with a sanding block and 150 grit aluminum oxide sandpaper 3. After applying a non-directional finish, clean each friction surface of the brake rotor with denatured alcohol, or an equivalent approved brake cleaner 9. Remove the lathe from the vehicle. 10. Measure the assembled LRO of the brake rotor. 11. If the brake rotor assembled LRO measurement still exceeds the maximum allowable specification, refer to Brake Rotor Assembled Lateral Runout (LRO) Correction. See: Brake Rotor Assembled Lateral Runout Correction 12. If the brake rotor assembled LRO is within specification, install the brake caliper and depress the brake pedal several times to secure the rotor in place before removing the J45101-100 and the lug nuts. Page 6651 Body Control Module: Service and Repair BODY CONTROL MODULE REPLACEMENT Page 2706 Page 7759 Crankshaft Position (CKP) Sensor Page 4811 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2376 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1264 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Campaign - Deactivation Of Analog OnStar(R) Technical Service Bulletin # 08089C Date: 081118 Campaign - Deactivation Of Analog OnStar(R) # 08089C: Special Coverage Adjustment - Analog OnStar Deactivation (Nov 18, 2008) Subject: 08089C -- SPECIAL COVERAGE ADJUSTMENT - ANALOG ONSTAR(R) DEACTIVATION Page 4989 1. Install a NEW catalytic converter to muffler seal, if equipped with RPO's LS4/LZ9. 2. Install a NEW catalytic converter to muffler gasket (2), if equipped with RPO LZE. Page 2738 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 7543 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 2390 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 10636 Disassembly/Reassembly 1. If a valve is restricted by a metal burr from machining that bore remove the valve and burr then inspect movement in the valve's normal position. If no other debris or restrictions are found reassemble the valve body and install in the transmission. 2. If the valve body has been contaminated with debris from another transmission component failure disassemble all bores for complete cleaning of all valve body components. If possible keep individual bore parts separated for ease of reassembly. Use the following illustrations in this bulletin for a positive identification and location of individual parts: ^ Left Side Control Valve Body Assembly ^ Right Side Control Valve Body Assembly ^ Control Valve Body Assembly Chart Valve Springs and Bore Plugs Caution: Use appropriate eye protection when cleaning the valve body to prevent injury. 3. Using GM Brake Clean or equivalent in a safe and clean environment (clean aluminum pan) clean the valve body and dry it with compressed air. 4. Clean individual valve body components with GM Brake Clean or equivalent. Coat each valve with clean ATF and reassemble in each bore. Check each valve for free movement during assembly of each bore. Page 3758 Customer TPMS Information Page 12020 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 1014 Behind The I/P Page 4485 Page 1148 Conversion - English/Metric (Part 1) Page 6693 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Diagrams Ignition Control Module (ICM) Steering - Noise Diagnostics TSB References Tie Rod Boot: All Technical Service Bulletins Steering - Noise Diagnostics TSB References INFORMATION Bulletin No.: 06-02-32-009B Date: November 19, 2008 Subject: Overview of Steering System Noises Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only), LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering). The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct service bulletin for several different steering system noise concerns. Many customer concerns with the steering system involve specific symptoms (noises heard). Once the customer concern has been verified, the table above may help identify the correct bulletin to reference. If other symptoms are present, or if diagnosis indicates another cause not found in any of the three service bulletins, refer to SI to diagnose the repair customer concern. Disclaimer Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels Wheels: Customer Interest Tires/Wheels - Low Tire/Leaking Cast Aluminum Wheels TECHNICAL Bulletin No.: 05-03-10-003F Date: April 27, 2010 Subject: Low Tire Pressure, Leaking Cast Aluminum Wheels (Repair with Adhesive Sealant) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X with Cast Aluminum Wheels Supercede: This bulletin is being revised to update the model years and the bulletin reference information. Please discard Corporate Bulletin Number 05-03-10-003E (Section 03 - Suspension). Condition Some customers may comment on a low tire pressure condition. Diagnosis of the low tire pressure condition indicates an air leak through the cast aluminum wheel. Cause Porosity in the cast aluminum wheel may be the cause. Notice This bulletin specifically addresses issues related to the wheel casting that may result in an air leak. For issues related to corrosion of the wheel in service, please refer to Corporate Bulletin Number 08-03-10-006C - Tire Slowly Goes Flat, Tire Air Loss, Low Tire Pressure Warning Light Illuminated, Aluminum Wheel Bead Seat Corrosion (Clean and Resurface Wheel Bead Seat). Correction 1. Remove the tire and wheel assembly from the vehicle. Refer to the appropriate service procedure in SI. 2. Locate the leaking area by inflating the tire to 276 kPa (40 psi) and dipping the tire/wheel assembly in a water bath, or use a spray bottle with soap and water to locate the specific leak location. Important - If the porosity leak is located in the bead area of the aluminum rim (where the tire meets the rim), the wheel should be replaced. - If two or more leaks are located on one wheel, the wheel should be replaced. 3. If air bubbles are observed, mark the location. - If the leak location is on the tire/rubber area, refer to Corporate Bulletin Number 04-03-10-001F Tire Puncture Repair Procedures for All Cars and Light Duty Trucks. - If the leak is located on the aluminum wheel area, continue with the next step. 4. Inscribe a mark on the tire at the valve stem in order to indicate the orientation of the tire to the wheel. 5. Dismount the tire from the wheel. Refer to Tire Mounting and Dismounting. 6. Remove the tire pressure sensor. Refer to Tire Pressure Sensor removal procedure in SI. 7. Scuff the INSIDE rim surface at the leak area with #80 grit paper and clean the area with general purpose cleaner, such as 3M(R) General Purpose Adhesive Cleaner, P/N 08984, or equivalent. 8. Apply a 3 mm (0.12 in) thick layer of Silicone - Adhesive/Sealant, P/N 12378478 (in Canada, use 88900041), or equivalent, to the leak area. 9. Allow for the adhesive/sealant to dry. Notice Caution must be used when mounting the tire so as not to damage the sealer. Damaging the repair area may result in an air leak. Page 1241 Page 3223 Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 23. Move the other clip to the front of the cradle and replace with glued isolator (2). Note The hole should be drilled using a 7/32 in drill bit and is located 402mm (15-13/16 in) from the weld and 19mm (3/4 in) from the top of the cradle. The z-bracket should be riveted to the cradle using P/N 10125439 (instruction sheet may show P/N 11516301, but it may not be available). 24. Drill a hole in the cradle through the z-bracket. Note The hole should be drilled using 1/4 in drill bit and is located 40mm (1-9/16 in) from the weld and 16mm (5/8 in) from the top of the cradle. 25. Drill to fit clip in front of cradle (3). 26. Remove the cardboard protector from fin cooler. 27. Install the right side engine mount and bracket to the vehicle. 28. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb ft). 29. Raise the rear of the frame (cradle) using an adjustable jackstand. Page 2018 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 7428 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6091 Page 4714 1. Coat the threads of the ECT sensor with sealer GM P/N 13246004 (Canadian P/N 10953480) or equivalent. 2. Install the ECT sensor. NOTE: Refer to Fastener Notice. Tighten the ECT sensor to 20 N.m (15 lb ft). 3. Connect the ECT electrical connector. 4. Install the intake manifold cover, if necessary. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Service and Repair Page 691 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 10697 5. Remove the housing (1) from the tripot joint spider and the halfshaft bar (2). Page 5986 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 12201 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 10108 Torque Converter Clutch Pulse Width Modulated Solenoid Valve Connector, Wiring Harness Side Page 2649 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 7795 Knock Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 10882 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 9616 Passenger Car Zoning PASSENGER CAR ZONING Page 5659 Page 7640 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 4943 Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 8. Inspect the system for leaks. Locations Steering Wheel: Locations Steering Wheel and Column Component Views 1 - Steering Wheel 2 - Steering Wheel Controls-Right 3 - Radio Controls 4 - Steering Wheel Control-Right 5 - Horn Contact Plate Page 11565 11. Clip the new RCDLR antenna into place using the existing holes on the "A" pillar. 12. Reinstall the I/P close-out panel. 13. Reconnect the speaker wire. Important Be sure that the end of the old RCDLR antenna is tucked behind the "A" pillar molding. The button on the windshield is no longer functional, however leaving the cover on the button will provide a cleaner look to the vehicle. 14. Reinstall the "A" pillar molding and I/P side closeout panel. DTS 1. Remove the rear seat cushion. 2. Remove the rear seat back. 3. Lower and remove the trunk trim cover to gain access to the underside of the rear package shelf. 4. Remove the rear seat belts. 5. Remove the interior C-pillar trim (sail) panels and package shelf. 6. Remove the RCDLR module and antenna. Tip The existing antenna is grounded into another wiring harness. It will be necessary to pull the existing harness and antenna up near the C-pillar in order to disconnect the antenna from the other wiring harness. Important The new antenna will not be grounded into the other wiring harness. 7. Install a new RCDLR module and antenna. 8. Tape back the harness ground connection. 9. Reinstall the rear package shelf. 10. Reinstall the interior C-pillar trim (sail) panels. 11. Reinstall the rear seat belts. 12. Reinstall the trunk trim cover. 13. Reinstall the rear seat back. 14. Reinstall the rear seat cushion. Lucerne 1. Remove left rear C-pillar trim (sail) panel. 2. Remove the RCDLR antenna and receiver/module (located under the shelf package - accessed through the trunk). Tip The existing antenna is grounded into another wiring harness. It will be necessary to pull the existing harness and antenna up near the C-pillar in order to disconnect the antenna from the other wiring harness. Important The new antenna will not be grounded into the other wiring harness. 3. Reinstall the new antenna and RCDLR receiver/module. 4. Reinstall the C-pillar trim (sail) panel. Important When programming a new or existing RCDLR, the programming instructions in SI must be followed. 2. Reprogram the RCDLR with the latest software update available through TIS2WEB. Important On vehicles equipped with Tire Pressure Monitoring (TPM), the tire type and tire pressures must be selected in the module set-up using the Tech 2(R). If this step is not performed, the RCDLR will not retain the tire pressures after the TPM system is learned. Tip: When selecting the Tire Type/Pressure, choose the appropriate selection on the Tech 2(R) based on psi, not kPa. The vehicle must be driven immediately. Monitor the tire pressures on the DIC and drive the vehicle until dashes no longer appear. - After the learn procedure is complete, be sure to set the tire pressures according to the information on the tire placard. 3. If equipped with Tire Pressure Monitoring System, perform the Tire Pressure Sensor Relearn using the J 46079 following the procedure found in SI. 4. Replace both Remote Keyless Entry transmitters. New transmitters are identified by a star on the back of the transmitter. It is important to verify that the replacement transmitters have a star on the back. 5. Program the transmitters using the procedure listed in SI. Page 9374 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 11229 9. Notice: Refer to Fastener Notice. Install the bleeder valve in the brake caliper housing. Tighten the bleeder valve to 19 Nm (14 ft. lbs.). 10. Install bleeder valve cap. Page 5101 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1183 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5287 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 7728 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1860 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9788 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 614 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 1339 Page 4137 10. Install the J28467-2A radiator shelf tube through the J28467-1A driver side cross bracket assembly on the top of the J28467-3 strut tower tube. 11. Place the rubber padded foot of the J28467-4A front support assembly on the vehicle radiator shelf. The foot position used in the J28467-4A front support assembly depends on the vehicle application. 12. Install the J28467-9 7/16-inch x 2.0-inch quick release pin through the hole in the J28467-4A front support assembly in order to level the J28467-2A radiator shelf tube. The hole used in the J28467-4A front support assembly depends on the vehicle application. 13. Install the J28467-7A lift hook through the J28467-6A lift hook bracket. 14. Install the 1/2-inch lift hook washer and J28467-34 lift hook wing nut onto the J28467-7A lift hook. 15. Install the J28467-6A assembled lift hook bracket over the J28467-2A radiator shelf tube. 16. Adjust the J28467-2A radiator shelf tube and the J28467-6A assemblage lift hook bracket in order to align the hook with the left (front), rear of engine, lift hook bracket part of the left engine mount strut bracket. 17. Hand tighten the J28467-1A driver side cross bracket assembly wing nuts. 18. Install the J28467-2A second radiator shelf tube through the J28467-1A passenger side cross bracket assembly on the top of the J28467-3 strut tower tube. 19. Place the rubber padded foot of the J28467-4A front support assembly on the vehicle radiator shelf. The foot position used in the J28467-4A front support assembly depends on the vehicle application. 20. Install the J28467-9 7/16-inch x 2.0-inch quick release pin through the hole in the J28467-4A front support assembly in order to level the J28467-2A radiator shelf tube. The hole used in the J28467-4A front support assembly depends on the vehicle application. 21. Install the J28467-7A lift hook through the J28467-6A lift hook bracket. 22. Install the 1/2-inch lift hook washer and J28467-34 lift hook wing nut onto the J28467-7 lift hook A. 23. Install the J28467-6A assemblage lift hook bracket over the J28467-2A radiator shelf tube. 24. Adjust the J28467-2A radiator shelf tube and the J28467-6A assemblage lift hook bracket in order to align the hook with the right rear, front of engine, lift hook bracket located next to the generator. 25. Hand tighten the J28467-1A passenger side cross bracket assembly wing nuts. 26. Hand tighten the J28467-34 lift hook wing nuts securely in order to remove all slack from the engine support fixture assembly. Page 11236 be fully seated. 3. Position a second block of wood in front of the piston that remains in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compress filtered, non lubricated air, apply the air to the remove the pistons from the brake caliper. 7. Remove the pistons (3) from the caliper bores. 8. Remove the piston seals (2) from the caliper bores. Do not use a metal tool. 9. Remove the bleeder valve cap (5). 10. Remove the bleeder valve (6) from the caliper housing (1). 11. Clean the bleeder valve, the caliper bores, the caliper passages and the pistons with denatured alcohol. Dry the parts and blow out the brake fluid passages. Use dry and filtered compressed air. 12. Remove the boots from the caliper bores. Do not scratch the caliper bores. 13. Replace the pistons or the caliper if any of the following conditions exist: ^ Scoring in the caliper bores ^ Corrosion in the caliper bores ^ Pitting in the caliper bores Page 6886 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11835 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3621 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 3381 - Support the GM Oil Life System, thereby minimizing the replacement of engine oil, before its life has been depleted. - Reduce the duplication of requirements for a large number of internal GM engine oil specifications. International Lubricants Standardization and Approval Committee (ILSAC) GF-5 Standard In addition to GM dexos 1(TM), a new International Lubricants Standardization and Approval Committee (ILSAC) standard called GF-5, was introduced in October 2010. - There will be a corresponding API category, called: SN Resource Conserving. The current GF-4 standard was put in place in 2004 and will become obsolete in October 2011. Similar to dexos 1(TM), the GF-5 standard will use a new fuel economy test, Sequence VID, which demands a statistically significant increase in fuel economy versus the Sequence VIB test that was used for GF-4. - It is expected that all dexos 1(TM) approved oils will be capable of meeting the GF-5 standard. However, not all GF-5 engine oils will be capable of meeting the dexos 1(TM) specification. - Like dexos(TM), the new ILSAC GF-5 standard will call for more sophisticated additives. The API will begin licensing marketers during October 2010, to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils. Corporate Average Fuel Economy (CAFE) Requirements Effect on Fuel Economy Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50 percent. Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before. New technology being introduced in GM vehicles designed to increase vehicle efficiency and fuel economy include direct injection, cam phasing, turbocharging and active fuel management (AFM). The demands of these new technologies on engine oil also are taken into consideration when determining new oil specifications. AFM for example can help to achieve improved fuel economy. However alternately deactivating and activating the cylinders by not allowing the intake and exhaust valves to open contributes to additional stress on the engine oil. Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. dexos 1(TM) will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. Using the right viscosity grade oil is critical for proper engine performance. Always refer to the Maintenance section of a vehicle Owner Manual for the proper viscosity grade for the engine being serviced. GM Oil Life System in Conjunction With dexos (TM) Supports Extended Oil Change Intervals To help conserve oil while maintaining engine protection, many GM vehicles are equipped with the GM Oil Life System. This system can provide oil change intervals that exceed the traditional 3,000 mile (4,830 km) recommendation. The dexos (TM) specification, with its requirements for improved oil robustness, compliments the GM Oil Life System by supporting extended oil change intervals over the lifetime of a vehicle. If all GM customers with GM Oil Life System equipped vehicles would use the system as intended, GM estimates that more than 100 million gallons of oil could be saved annually. GM dexos 2(TM) Information Center Website Refer to the following General Motors website for dexos 2(TM) information about the different licensed brands that are currently available: http://www.gmdexos.com GM dexos 2(TM) Engine Oil Trademark and Icons Page 5565 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 3231 Parts Information Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranty. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Claim Information Submit a Product claim with the information shown. Customer Notification General Motors will notify customers of this program on their vehicle (see copy of customer letter shown in this bulletin). Page 13075 Acceptably Prepared (Cleaned-Up) Wheel Surface 6. Once the corrosion has been eliminated, you should coat the repaired area with a commercially available tire sealant such as Patch Brand Bead Sealant or equivalent. Commercially available bead sealants are black rubber-like coatings that will permanently fill and seal the resurfaced bead seat. At 21°C (70°F) ambient temperature, this sealant will set-up sufficiently for tire mounting in about 10 minutes.Coated and Sealed Bead Seat 7. Remount the tire and install the repaired wheel and tire assembly. Refer to Tire and Wheel Removal and Installation in SI. Parts Information Patch Brand Bead Sealer is available from Myers Tires at 1-800-998-9897 or on the web at www.myerstiresupply.com. The one-quart size can of sealer will repair about 20 wheels. Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table above. Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 10071 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 5387 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6428 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6269 Page 7711 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 13218 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9907 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4706 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5090 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 8147 1. Install the O-ring (11) to the VSS (10). 2. Install the VSS (10). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the VSS bolt (9). Tighten the bolt (9) to 12 Nm (106 inch lbs.). 4. Connect the VSS electrical connector. 5. Install the right front tire and wheel. 6. Lower the vehicle. Page 631 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 1850 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 7357 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9858 Page 12123 Page 9880 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 1134 Passenger Car Zoning PASSENGER CAR ZONING Page 6924 2. Connect the MDI to the Data Link Connector (DLC) of the vehicle. Note Use the USB port to make the following MDI connection: 3. Connect the MDI to a PC or laptop that has been downloaded with the GDS application from TIS2WEB. Note At least one Diagnostic Package must be installed on the PC to perform diagnostics. If GDS was just installed, select: Add New Diagnostic Package and then select: a Diagnostic Package to download. 4. Click: On the GDS icon on the PC. 5. The Login Page will appear. 6. Select: A User. 7. The ID Screen will appear. 8. Select: The serial number of the MDI being used. 9. Select: Connect. 10. Verify that the system status is ready by observing for a flashing PC light icon on the MDI. 11. Select: Make, Model and Model Year, in order to build the vehicle. 12. Click: Upload VIN, to allow the VIN to be reported to the PC. 13. At: The Verification step, turn ON the ignition, with the engine OFF. 14. Select: Next Action. 15. The Home Page will appear. 16. Select: Next. 17. The Diagnostic Screen will appear. Note Due to vehicle build, software and RPO variations, GDS may ask for additional information in Step 18. 18. Select: Engine ID, if prompted. 19. Select: Module Diagnostics. 20. Select: ECM. 21. Select: ID Information. 22. The Diagnostics page will appear. Typical View of GDS Calibration History Screen Note GDS is capable of displaying up to 10 Calibration History events. 23. Select: Calibration History from the drop down menu in order to display the following items on the screen: - Calibration History Buffer - Number of Calibration History Events Stored - Calibration Part Number History - Calibration Verification Number History 24. Select: Screenshot. 25. Name and save the file in an appropriate folder. 26. Select : Print, and retain a copy of the screenshot with the repair order. Page 12115 A/T - 4T65E Fluid Leaking From A/T Vent Channel Plate: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 2585 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 2266 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1575 2. Connect the engine oil pressure sensor electrical connector (1). 3. Install the oil pressure sensor heat shield and nut. Tighten the nut to 10 Nm (89 inch lbs.). 4. Lower the vehicle. Page 1714 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 1063 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 2919 Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor Centering Steering Wheel Position Sensor Centering Removal Procedure 1. Important: Identify the type of steering wheel position sensor from the illustrations shown BEFORE removing the sensor from the steering column. Once you have identified the steering wheel position sensor, follow the instructions listed in the removal procedure. Verify the type of steering wheel position sensor. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on the right. 3. Important: If reusing the existing sensor, you do not have to align the sensor before removal. Centering is not required when it is time to reinstall. Remove the connector from the sensor. 4. Remove the sensor (1) from the adapter and bearing assembly. 5. To install the sensor, proceed to step 1 in the installation information. 6. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (2) ^ A pin hole (1) for centering the pin. Note the location of the pin hole. ^ A flush rotor flange cuff (4) 7. Important: If reusing the existing sensor, you must make an alignment mark on the rotor flange cuff (3) before removing the sensor. Failure to do so will cause misalignment when installing the sensor. A new sensor will be required if misaligned. Make an alignment mark on the flush rotor flange cuff (3). 8. Remove the connector from the sensor. 9. Remove the sensor from the adapter and bearing assembly. 10. To install the sensor, proceed to step 5 in the installation procedure. Page 6619 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 7426 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2380 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 694 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9333 Conversion - English/Metric (Part 1) Page 2642 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2329 Specifications Connecting Rod Bearing: Specifications Connecting Rod Bearing Clearance .......................................................................................................................... 0.18 - 0.062 mm (0.0007 - 0.017 inch) Steering - Noise Diagnostics TSB References Power Steering Fluid: All Technical Service Bulletins Steering - Noise Diagnostics TSB References INFORMATION Bulletin No.: 06-02-32-009B Date: November 19, 2008 Subject: Overview of Steering System Noises Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only), LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering). The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct service bulletin for several different steering system noise concerns. Many customer concerns with the steering system involve specific symptoms (noises heard). Once the customer concern has been verified, the table above may help identify the correct bulletin to reference. If other symptoms are present, or if diagnosis indicates another cause not found in any of the three service bulletins, refer to SI to diagnose the repair customer concern. Disclaimer Page 6596 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Specifications Oil Pan: Specifications Oil Pan Bolt .......................................................................................................................................... .................................................... 25 Nm (18 ft. lbs.) Oil Pan Side Bolt ............................................... ....................................................................................................................................... 50 Nm (37 ft. lbs.) Inflatable Restraint Front End Sensor Replacement Impact Sensor: Service and Repair Inflatable Restraint Front End Sensor Replacement INFLATABLE RESTRAINT FRONT END SENSOR REPLACEMENT Page 6978 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 11735 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1725 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5864 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 9949 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 1-2 shift solenoid electrical connector. 3. Remove the 1-2 shift solenoid retaining clip (314D) 4. Remove the 1-2 shift solenoid (315A). Installation Procedure 1. Install the 1-2 shift solenoid (315A). 2. Install the 1-2 shift solenoid retaining clip (314D). 3. Connect the 1-2 shift solenoid electrical connector. 4. Install the case side cover. Page 2496 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 11848 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 13131 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 419 10.4. Remove the end cap from the new optic cable, connect to the connector and refit the secondary catch (D). Fit the terminal housing (C) to the connector and refit the locking strip (B). 10.5. Secure the old optic cable together with the new one (E). Important: The optic cable must not be bent with a radius less than 25 mm (1 in). Important: Secure the wiring harness so that there is no risk of chafing and rattling. 11. CV: Remove the rear seat in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. The O-bus connector H2-9 is located behind the left speaker. 12. M04-05: Disconnect the optic cables on the OnStar(R) control modules and join the cables: 12.1. Cut off the cable tie holding the connector (H2-9) against REC. Page 2201 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 10460 5. If equipped with a floor console shift control, install the automatic transaxle range selector cable to the console shift control bracket. 6. Install the automatic transaxle range selector cable to the console shift control. Steering - Noise Diagnostics TSB References Power Steering Fluid: All Technical Service Bulletins Steering - Noise Diagnostics TSB References INFORMATION Bulletin No.: 06-02-32-009B Date: November 19, 2008 Subject: Overview of Steering System Noises Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only), LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering). The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct service bulletin for several different steering system noise concerns. Many customer concerns with the steering system involve specific symptoms (noises heard). Once the customer concern has been verified, the table above may help identify the correct bulletin to reference. If other symptoms are present, or if diagnosis indicates another cause not found in any of the three service bulletins, refer to SI to diagnose the repair customer concern. Disclaimer Page 3842 Tires: Service and Repair Tire Rotation Tire Rotation Rotate the tires and wheels at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel whenever uneven tire wear is noticed. Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then, set the tire pressure. Power Steering - Various Fluid Leaks Power Steering Line/Hose: All Technical Service Bulletins Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Page 846 Page 7672 Camshaft Position Sensor: Service and Repair CAMSHAFT POSITION (CMP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the power steering pump. 2. Disconnect the camshaft position (CMP) sensor electrical connector. 3. Remove the CMP sensor bolt. 4. Remove the CMP sensor. 5. Inspect the sensor O-ring for wear, cracks, or leakage if the sensor is not being replaced. INSTALLATION PROCEDURE 1. Replace the O-ring if damaged, lubricate the NEW O-ring with clean engine oil. 2. Install the CMP sensor. Page 10369 Page 5779 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Campaign - ABS System Improvement Technical Service Bulletin # 05122A Date: 060126 Campaign - ABS System Improvement Bulletin No.: 05122A Date: January 26, 2006 CUSTOMER SATISFACTION Subject: 05122A - Brake System Performance Models: 2006 Chevrolet Impala, Monte Carlo With ABS (RPO JL9) and 17 or 18 Wheels (RPO NW1/NW5/PFH/N99) Supercede: THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED. PLEASE READ THE NEW SERVICE PROCEDURE IMMEDIATELY. DISCARD ALL COPIES OF BULLETIN 05122, ISSUED DECEMBER 2005. THIS PROGRAM EXPIRES DECEMBER 31, 2006. Condition For certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99), a revised brake module calibration is available that can enhance the vehicle's antilock brake performance slightly by reducing minimum stopping distance on dry pavement. The braking performance of the vehicle meets the applicable Federal/Canada Safety Standard and all of GM's rigorous internal requirements, but GM has identified a performance improvement that we want to make available to customers. Correction Dealers are to reprogram the electronic brake control module (EBCM). Vehicles Involved Involved are certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99) and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning program repairs. [Not all vehicles within the above breakpoints may be involved.] For dealers with involved vehicles, a Campaign Initiation Detail Report (CIDR) containing the complete vehicle identification number, customer name and address data has been prepared and will be loaded to the GM DealerWorld (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information No parts are required for this program. Service Procedure Important: Make sure that your Tech 2(R) is updated with the latest software before beginning the reprogram. Use instructions for Service Programming Page 10321 Seals and Gaskets: Service and Repair Front Wheel Drive Shaft Oil Seal Replacement - Right Front Wheel Drive Shaft Oil Seal Replacement - Right ^ Tools Required J 6125-B Slide Hammer - J 23129 Universal Seal Remover - J 29130 Axle Shaft Seal Installer - J 37292-B Axle Seal Protector Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel. 3. Remove the right stabilizer shaft link from the right lower control arm. 4. Remove the right tie rod end from the right steering knuckle. 5. Remove the right lower ball joint from the right steering knuckle. 6. Remove the right drive axle from the transaxle. 7. Secure the right drive axle to the right steering knuckle and the strut. 8. Use the J 6125-B (3) and the J 23129 (4) to remove the oil seal (1) from the extension housing (2). Installation Procedure 1. Lubricate the seal lip with transaxle fluid. 2. Install J 37292-B in the seal (4). 3. Use J 29130 to install the new seal (4). 4. Remove the J 37292-B. 5. Important: Carefully guide the axle shaft past the lip seal. Do NOT allow the shaft splines to contact any portion of the seal lip surface. Install the drive axle to the transaxle. 6. Install the right lower ball joint to the right steering knuckle. 7. Install the right tie rod end to the right steering knuckle. 8. Install the right stabilizer shaft link to the right steering knuckle. 9. Install the right front tire and wheel. 10. Lower the vehicle. Page 6980 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4799 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 10525 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 3760 Frequently Asked Questions Disclaimer Page 13027 Page 11809 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 11707 Page 3685 Fuse Block: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 2576 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5940 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 7458 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 2014 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1099 Body Control Module (BCM) C6 Page 12553 Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Customer Reimbursement Procedure and Claim Form is included with the customer letter. Important (For GM Only) Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada Customer requests for reimbursement for previous repairs for the condition are to be submitted to the dealer by February 28, 2013. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement verification. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Warranty Transaction Information Submit a transaction using the table below. Page 8043 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 5403 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 1581 Page 2856 Page 7645 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 4526 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2477 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 10855 Conversion - English/Metric (Part 1) Page 10319 Seals and Gaskets: Service and Repair Front Wheel Drive Shaft Oil Seal Replacement - Left Front Wheel Drive Shaft Oil Seal Replacement - Left ^ Tools Required J 34115 Left Side Axle Seal Installer - J 37292-B Axle Seal Protector Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the left front tire and wheel. 3. Remove the left stabilizer shaft link from the left lower control arm. 4. Remove the left tie rod end from the left steering knuckle. 5. Remove the left lower ball joint from the left steering knuckle. 6. Remove the left drive axle from the transaxle. 7. Secure the left drive axle to the left steering knuckle and the strut. 8. Use a flat bladed screwdriver or a suitable tool to remove the oil seal (409) from the transaxle side case (401). Installation Procedure 1. Lubricate the seal lip with transaxle fluid. 2. Important: Carefully guide the axle shaft past the lip seal. Do NOT allow the shaft splines to contact any portion of the seal lip surface. Install J 37292-B in the seal (409). 3. Use J 34115 to install the new seal. 4. Remove the J 37292-B. 5. Install the drive axle to the transaxle. 6. Install the left lower ball joint to the left steering knuckle. 7. Install the left tie rod end to the left steering knuckle. 8. Install the left stabilizer shaft link to the left lower control arm. 9. Install the left front tire and wheel. 10. Lower the vehicle. Page 5803 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. A/T - DEXRON(R)-VI Fluid Information Fluid - A/T: Technical Service Bulletins A/T - DEXRON(R)-VI Fluid Information INFORMATION Bulletin No.: 04-07-30-037E Date: April 07, 2011 Subject: Release of DEXRON(R)-VI Automatic Transmission Fluid (ATF) Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2007 Saturn Relay 2005 and Prior Saturn L-Series 2005-2007 Saturn ION 2005-2008 Saturn VUE with 4T45-E 2005-2008 Saab 9-7X Except 2008 and Prior Chevrolet Aveo, Equinox Except 2006 and Prior Chevrolet Epica Except 2007 and Prior Chevrolet Optra Except 2008 and Prior Pontiac Torrent, Vibe, Wave Except 2003-2005 Saturn ION with CVT or AF23 Only Except 1991-2002 Saturn S-Series Except 2008 and Prior Saturn VUE with CVT, AF33 or 5AT (MJ7/MJ8) Transmission Only Except 2008 Saturn Astra Attention: DEXRON(R)-VI Automatic Transmission Fluid (ATF) is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids. Supercede: This bulletin is being revised to update information. Please discard Corporate Bulletin Number 04-07-30-037D (Section 07 - Transmission/Transaxle). MANUAL TRANSMISSIONS / TRANSFER CASES and POWER STEERING The content of this bulletin does not apply to manual transmissions or transfer cases. Any vehicle that previously required DEXRON(R)-III for a manual transmission or transfer case should now use P/N 88861800. This fluid is labeled Manual Transmission and Transfer Case Fluid. Some manual transmissions and transfer cases require a different fluid. Appropriate references should be checked when servicing any of these components. Power Steering Systems should now use P/N 9985010 labeled Power Steering Fluid. Consult the Parts Catalog, Owner's Manual, or Service Information (SI) for fluid recommendations. Some of our customers and/or General Motors dealerships/Saturn Retailers may have some concerns with DEXRON(R)-VI and DEXRON(R)-III Automatic Transmission Fluid (ATF) and transmission warranty claims. DEXRON(R)-VI is the only approved fluid for warranty repairs for General Motors transmissions/transaxles requiring DEXRON(R)-III and/or prior DEXRON(R) transmission fluids (except as noted above). Please remember that the clean oil reservoirs of the J-45096 - Flushing and Flow Tester machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI for testing, flushing or filling General Motors transmissions/transaxles (except as noted above). DEXRON(R)-VI can be used in any proportion in past model vehicles equipped with an automatic transmission/transaxle in place of DEXRON(R)-III (i.e. topping off the fluid in the event of a repair or fluid change). DEXRON(R)-VI is also compatible with any former version of DEXRON(R) for use in automatic transmissions/transaxles. DEXRON(R)-VI ATF General Motors Powertrain has upgraded to DEXRON(R)-VI ATF with the start of 2006 vehicle production. Current and prior automatic transmission models that had used DEXRON(R)-III must now only use DEXRON(R)-VI. Page 7529 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6613 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8035 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 59 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 1484 The information shown has been updated within SI. If you are using a paper version of this Service Manual, please make a reference to this bulletin on the affected page. Disclaimer Page 10964 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Service and Repair Accelerator Pedal: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Tire Pressure Monitor - TPM System Message/Service Tips Low Tire Pressure Indicator: Technical Service Bulletins Tire Pressure Monitor - TPM System Message/Service Tips # 09-03-16-002A: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information - (Apr 27, 2010) Subject: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information Models: 2006-2011 Cars and Light Duty Trucks (Including Saturn and Saab) 2006-2010 HUMMER H2, H3 ATTENTION The information found in this bulletin is to be used as a dealership service consultant procedures for customers coming into the service lane with an illuminated "low tire light" or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. Maintaining proper tire pressures is an Owner's Maintenance item and is not covered under warranty. This bulletin is being revised to add model years and update additional bulletin reference information. Please discard Corporate Bulletin Number 09-03-16-002 (Section 03 -- Suspension). Customer Concerns and Confusion with the Tire Pressure Monitoring (TPM) System The following procedure should be used by dealership service consultants when a customer comes into the service drive with a "low tire light" on or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. The service consultant should perform the following steps: Procedure Turn the key to ON, without starting the engine. ^ If the low tire light comes on and stays on solid with a check tire pressure/low tire pressure/add air to tire message (on vehicles equipped with DIC), advise the customer: - The system is working properly. - Properly adjusting all tire air pressures to the recommended levels and driving the vehicle will turn the light off (refer to the Tire and Loading Information label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". ^ If the Tire Pressure Monitor (TPM) light blinks for one minute then stays on solid with a service tire monitor system message (on vehicles equipped with DIC): - A TPM system problem exists. The vehicle should be written up accordingly and sent to your service department for further DTC diagnosis and service. - If dashes (--) are displayed in only one or two of the tire pressure readouts, it is likely caused by a previous TPM system relearn that was performed incorrectly due to interference from another vehicle's TPM system during the relearn process (refer to the Important statement later in this bulletin regarding TPM relearn with a Tech 2(R)). - If dashes (--) are displayed in all four of the tire pressure readouts, there is a system problem. Follow the appropriate SI service procedures. ^ If a customer indicates the low tire light comes on for a few minutes when the vehicle is started, then goes off after driving a while, advise the customer: - The system is working properly. - Most likely, air pressure in one or more of the tires is low enough to turn the light on when tires are cold. After driving for a while, tires will heat Description and Operation Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-Volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 8622 Procedures Seat Heater Control Module: Procedures HEATED SEAT CONTROL MODULE REPLACEMENT - FRONT Page 8891 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6423 Page 9802 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 12153 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2660 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 10278 Output Shaft: Service and Repair Output Shaft Replacement ^ Tool Required J 42562 Axle Removal Wedge Removal Procedure 1. Remove the case extension housing. 2. Remove the left drive axle from the transaxle. 3. Rotate the differential carrier until the end of the output shaft can be seen and the differential pinion shaft (701) is in a horizontal position. 4. Place the J 42562 between the end of the output shaft and the differential pinion shaft. 5. Using a hammer, hit the end of the axle removal tool in order to compress the output shaft compression ring (512) and push the output shaft through the differential side gear. Page 7837 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 1347 Page 8438 Page 5426 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6923 8. Take a CLEAR digital picture of the Tech 2(R) Vehicle Information screen showing the engine Calibration IDs and Verification Numbers as shown above. Retain the printout information and the Tech 2(R) screen photograph with the repair order. Note All pictures must be sent as a.jpg file. 9. E-mail a copy of the picture to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 10. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 11. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Tech 2(R) Displaying All Zeroes for the Verification Numbers on the Calibration ID and Verification Number Screen If the Tech 2(R) that you are using displays all zeroes for the Verification Numbers as shown, then perform the following steps: 1. Update the Tech 2(R) with the latest software from TIS2WEB. 2. Turn OFF the ignition for 90 seconds. 3. Connect the Tech 2(R) to the vehicle. 4. Turn ON the ignition, and build the vehicle. Observe the Tech 2(R) Calibration ID and Verification Number screen for proper operation. ‹› If the Tech 2(R) screen still does not display properly, then turn OFF the ignition for 90 seconds again. Turn ON the ignition and observe the same screen for proper operation. Retrieving Calibrations From a Global A Vehicle This information applies to the 2010 Camaro and is typical of the procedure that will be used on Global A vehicles. 1. Turn OFF the ignition. Page 1601 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Heater Hose Replacement - Outlet Heater Hose: Service and Repair Heater Hose Replacement - Outlet HEATER HOSE REPLACEMENT - OUTLET TOOLS REQUIRED J 38185 Hose Clamp Pliers REMOVAL PROCEDURE 1. Drain the coolant. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Service and Repair 2. Remove the surge tank from the surge tank bracket. 3. Reposition the heater outlet hose clamp at the heater core using the J 38185. 4. Reposition the heater outlet hose clamp at the engine using the J 38185. 5. Remove the heater outlet hose from the heater core. 6. Remove the heater outlet hose from the engine. 7. Remove both heater outlet hose clamps from the heater outlet hose. INSTALLATION PROCEDURE 1. Install both heater outlet hose clamps to the heater outlet hose. Page 12154 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 3037 Disclaimer Page 5696 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8536 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12534 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Page 727 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6658 Page 10891 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 6297 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 731 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5132 Body Control Module (BCM) C3 (Part 2) Page 9527 Page 6632 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 918 HVAC Control Module C2 (With RPO Code C67) (Part 1) General Information Vehicle Lifting: Service and Repair General Information LIFTING AND JACKING THE VEHICLE CAUTION: - To avoid any vehicle damage, serious personal injury or death when major components are removed from the vehicle and the vehicle is supported by a hoist, support the vehicle with jack stands at the opposite end from which the components are being removed. - To avoid any vehicle damage, serious personal injury or death, always use the jackstands to support the vehicle when lifting the vehicle with a jack. NOTE: Perform the following steps before beginning any vehicle lifting or jacking procedure: - Remove or secure all of the vehicle's contents in order to avoid any shifting or any movement that may occur during the vehicle lifting or jacking procedure. - The lifting equipment or the jacking equipment weight rating must meet or exceed the weight of the vehicle and any vehicle contents. - The lifting equipment or the jacking equipment must meet the operational standards of the lifting equipment or jacking equipment's manufacturer. - Perform the vehicle lifting or jacking procedure on a clean, hard, dry, level surface. - Perform the vehicle lifting or jacking procedure only at the identified lift points. DO NOT allow the lifting equipment or jacking equipment to contact any other vehicle components. Failure to perform the previous steps could result in damage to the lifting equipment or the jacking equipment, the vehicle, and/or the vehicle's contents. Page 9531 Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 1848 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Diagram Information and Instructions Torque Converter Clutch Solenoid: Diagram Information and Instructions Electrical Symbols Page 8504 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5378 Page 11633 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2709 Conversion - English/Metric (Part 1) Page 685 Page 1440 Control Module: Service and Repair Transmission Control Module (TCM) Replacement Transmission Control Module Page 10985 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 9011 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8815 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 12627 12. Remove the right side engine mount bracket bolts. 13. Remove the right side engine mount and bracket from the vehicle. 14. Disconnect the power steering cooler pipe/hose from the gear. 15. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 16. Disconnect the power steering cooler pipe/hose from the return line. 17. Remove the power steering cooler pipe/hose assembly from the vehicle. 18. Connect the power steering cooler pipe/hose to the return line and install clamp. 19. Connect the power steering cooler pipe/hose to the gear. 20. Install the right side engine mount with the bracket to the vehicle. 21. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb-ft.). 22. Raise the rear of the frame (cradle) using an adjustable jackstand. 23. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb-ft). 24. Remove the adjustable jackstand from under the frame. 25. Lower the transmission and remove support~. Page 12558 13. Remove the right side engine mount bracket bolts. 14. Remove the right side engine mount and bracket from the vehicle. 15. Disconnect the power steering cooler pipe/hose from the gear. 16. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 17. Disconnect the power steering cooler pipe/hose from the return line. 18. Remove the power steering cooler pipe/hose assembly from the vehicle. 19. Install the power steering cooler pipe/hose assembly to the vehicle with the new cooler installed over the front of the cradle as shown. 20. Connect the power steering cooler pipe/hose to the return line and install the clamp. 21. Connect the power steering cooler pipe/hose to the gear. Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 22. Remove the clip and replace with glued isolator (1). Isolator is smaller than what picture shows. Page 8125 Page 4357 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS DIAGNOSTIC FAULT INFORMATION Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle CIRCUIT/SYSTEM DESCRIPTION The control module enables the fuel pump relay when the ignition switch is turned ON. The control module will disable the fuel pump relay within 2 seconds unless the control module detects ignition reference pulses. The control module continues to enable the fuel pump relay as long as ignition reference pulses are detected. The control module disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions. The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter, contained in the fuel sender assembly, and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. CIRCUIT/SYSTEM VERIFICATION IMPORTANT: Inspect the fuel system for damage or external leaks before proceeding. - Verify that adequate fuel is in the fuel tank before proceeding. 1. Turn ON the ignition, with the engine OFF. 2. Command the fuel pump relay ON with a scan tool. - If the fuel pump does not operate, refer to Fuel Pump Electrical Circuit Diagnosis. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 3. Turn OFF the ignition. 4. Turn OFF all accessories. 5. Install a J 34730-1A. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. IMPORTANT: The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. - DO NOT start the engine. 8. Observe the J 34730-1A with the fuel pump commanded ON. The fuel pressure should be 345-414 kPa (50-60 psi). - If the fuel pressure is less than 345 kPa (50 psi), inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. - If the fuel pressure is more than 414 kPa (60 psi), replace the fuel sender assembly. 9. Monitor the J 34730-1A for 1 minute. The fuel pressure should not decrease more than 34 kPa (5 psi). - If the fuel pressure decreases more than 34 kPa (5 psi), continue with Circuit/System Testing. IMPORTANT: The fuel pressure may vary slightly when the fuel pump stops operating. After the fuel pump stops operating, the fuel pressure should stabilize and remain constant. 10. Relieve the fuel pressure to 69 kPa (10 psi). 11. Monitor the J 34730-1A for 5 minutes. The fuel pressure should not decrease more than 14 kPa (2 psi). - If the fuel pressure decreases more than 14 kPa (2 psi), replace the fuel sender assembly. 12. Remove the J 34730-1A. 13. Operate the vehicle within the conditions to reproduce the original symptoms. 14. Monitor the O2 and the Fuel Trim parameters with a scan tool. - If the scan tool parameters indicate a lean condition, inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. Page 11118 1. Drain all the brake fluid from the caliper. 2. Caution: Do not place your fingers in front of the piston in order to catch or protect the piston while applying compressed air. This could result in serious injury. Important: In the following service procedure, the caliper piston may become damage when it is removed from the brake caliper assembly. If this happens, DO NOT reuse the piston. Discard and replaced with new. Install the brake caliper in a suitable holding devise. 3. Insert a piece of wood in the brake caliper. 4. Cover the brake caliper with a shop towel. 5. Using compressed filtered, non-lubricated air, apply the air to the remove the pistons from the brake caliper. 6. If one of the pistons fails to be removed from the brake caliper, perform the following steps. 1. Reposition the piston that has been removed back in the brake caliper. 2. Using a small block of wood and a C-clamp, slowly tighten the C-clamp until the piston it is half way in the brake caliper. It does not have to Page 6714 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 2682 3. Press the locking tab on the end of the park lock cable assembly (1) into the slot in the ignition lock cylinder case. 4. Important: Press the turn signal switch housing firmly against the steering column tilt head in order for the screws from the turn signal and multifunction switch assembly to align. Install the turn signal switch housing. 5. Install the turn signal and multifunction switch assembly only. Page 12071 Auxiliary Power Outlet - Right Auxiliary Power Outlet - Right (With RPO Code 9C1/9C3) Page 6189 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 10757 2. Caution: These fasteners MUST be replaced with new fasteners anytime they become loose or are removed. Failure to replace these fasteners after they become loose or are removed may cause loss of vehicle control and personal injury. Notice: Refer to Fastener Notice in Service Precautions. Install NEW wheel bearing/hub bolts. Tighten the NEW wheel bearing/hub bolts to 130 Nm (96 ft. lbs.). 3. Install the brake rotor and caliper. 4. Install the front wheel drive shaft nut. Insert a drift on a flat bladed tool into caliper and rotor to prevent the rotor from turning. Tighten the front wheel drive shaft nut to 190 Nm (140 ft. lbs.). 5. Important: Ensure that the connector clip engages the bracket properly. Install the wheel speed sensor electrical connector to the bracket, if equipped. 6. Connect the wheel speed sensor electrical connector (2), if equipped. 7. Install the tire and wheel. 8. Lower the vehicle. Page 4594 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 6198 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 12033 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 8932 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 6809 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 9448 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch Solenoid: Service and Repair Torque Converter Clutch (TCC) Solenoid Replacement Torque Converter Clutch (TCC) Solenoid Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the torque converter clutch (TCC) solenoid electrical connector. 3. Remove the TCC solenoid retaining clip (314) 4. Remove the TCC solenoid (315). Installation Procedure 1. Install the TCC solenoid (315). 2. Install the TCC solenoid retaining clip (314). 3. Connect the TCC solenoid electrical connector. 4. Install the case side cover. Page 303 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Fluid: Customer Interest Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 11624 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 6801 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1242 Page 1728 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 9861 Page 6069 Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect the automatic shift lock actuator electrical connector. Page 4818 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of A/C - Unable To Change A/C Modes Control Module HVAC: All Technical Service Bulletins A/C - Unable To Change A/C Modes Bulletin No.: 06-01-39-006 Date: July 12, 2006 TECHNICAL Subject: Unable To Change HVAC System Modes (Update HVAC Control Module Software) Models: 2006 Chevrolet Impala, Monte Carlo with Manual Control HVAC System (RPO CJ3) or Automatic Control HVAC System (RPO C67) Condition Some customers may comment that they are unable to change the modes in their Heating, Ventilation and Air Conditioning (HVAC) system or that the air is misdirected from the selected mode. The system will reset itself if turned to the defrost mode but the lockup could occur again when moved to other modes. Cause This condition may be caused by a logic lock-up in the HVAC control module. Correction Technicians are to reprogram the HVAC control module with an updated software calibration. The new calibration was released beginning with TIS satellite data update version 6.5 which was made available on June 12, 2006. As always, make sure your Tech 2(R) is updated with the latest software version. It is recommended that the HVAC actuators be recalibrated after the HVAC control module software is updated. Refer to Re-Calibrating Actuators in the HVAC section of SI for more information. Warranty Information For vehicles repaired under warranty, use the table. Page 12537 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 10711 13. Push the CV joint (2) onto the halfshaft bar (1) until the retaining ring is seated in the groove on the halfshaft bar. 14. Important: The outboard seal (1) must not be dimpled, stretched or out of shape in any way. If the outboard seal (1) is not shaped correctly, equalize the pressure in the outboard seal (1) and shape the seal properly by hand. Slide large diameter of the outboard seal (1) with the large seal retaining clamp (2) in place over the outside of the CV joint outer race (3) and locate the seal lip in the groove on the CV joint outer race. Page 7977 Page 3249 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Page 11787 Page 4202 26. Install the A/C compressor rear bolt. Tighten the bolt to 50 Nm (37 ft. lbs.). 27. Install the starter. 28. Install the oil filter. 29. Install the catalytic converter. 30. Lower the vehicle. 31. Remove the engine support fixture. 32. Install the engine mount struts. 33. Fill the crankcase with new engine oil. 34. Connect the negative battery cable. Page 13202 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 3094 Drive Belt: Service and Repair Drive Belt Replacement Removal Procedure 1. Remove the air cleaner. 2. Remove the intake manifold cover. 3. Rotate the drive belt tensioner clockwise in order to release the tensioner spring tension. 4. Remove the drive belt from around the tensioner pulley. 5. Release the drive belt tensioner. 6. Remove the drive belt from around all other pulleys. Installation Procedure 1. Install the drive belt around all the pulleys except for the tensioner pulley. 2. Rotate the drive belt tensioner clockwise in order to release the tensioner spring tension. Page 6448 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 10729 4. Loosen the bolts and separate the dies. 5. Check swaged ring (2) for any lip deformities. If present, place the ring (2) back into the J 41048 making sure the ring covers the whole swaging area. If necessary, re-swage the ring. Page 5806 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Page 6121 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 4789 Page 8266 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6273 Page 10952 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9378 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Power Steering - Various Fluid Leaks Power Steering Line/Hose: Customer Interest Power Steering - Various Fluid Leaks Bulletin No.: 06-02-32-014 Date: November 01, 2006 TECHNICAL Subject: Power Steering Fluid Leak (Replace Hose and Clamps or Pipe/Hose Assembly) Models: 2006 Chevrolet Impala, Impala SS, Monte Carlo, Monte Carlo SS 2005-2006 Pontiac Grand Prix GXP Only Condition Some customers may comment on a fluid leak. Upon investigation, the technician may find that the power steering cooler pipe/hose assemble is either split or leaking around the clamps. The leak generally occurs during cold start conditions. Cause The cause of this leak may be due to the higher pressures generated in cold temperatures. These pressures may exceed the strength of the hose or clamps. Correction Use the appropriate repair procedure below based on the engine application of the vehicle being serviced. The hose section (1) where the leak can occur is shown above. On V6 applications, the hose fittings are constant tension clamps, therefore, the hose and clamps can be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the hose clamps. Remove the section of hose from the power steering cooler pipe/hose assembly. Slide the new clamps onto the new section of hose. Install the new section of hose with clamps to the power steering cooler pipe/hose assembly. Position the new clamps and tighten until the torque caps break off. Clean any fluid residue from under the vehicle. Lower the vehicle. Page 5543 Diagrams Ignition Control Module (ICM) Page 4698 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 9663 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5226 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12037 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 7793 Passenger Car Zoning PASSENGER CAR ZONING Page 10464 21. Important: The horseshoe clip with the tab is flush when fully engaged. Ensure the conduit is fully engaged. Page 6187 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 3315 Customer Reimbursement - For US All customer requests for reimbursement for previous repairs for the condition will be handled by the Customer Assistance Center, not by dealers. A General Motors Customer Reimbursement Procedure and Claim Form is included with the customer letter. Important (For GM Only) Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement and the form. Customer Reimbursement - For Canada Customer requests for reimbursement for previous repairs for the condition are to be submitted to the dealer by February 28, 2013. All reasonable customer paid receipts should be considered for reimbursement. The amount to be reimbursed will be limited to the amount the repair would have cost if completed by an authorized General Motors dealer. When a customer requests reimbursement, they must provide the following: - Proof of ownership at time of repair. - Original paid receipt confirming the amount of repair expense(s) that were not reimbursed, a description of the repair, and the person or entity performing the repair. Claims for customer reimbursement on previously paid repairs are to be submitted as required by WINS. Important Refer to the GM Service Policies and Procedures Manual, section 6.1.12, for specific procedures regarding customer reimbursement verification. Courtesy Transportation The General Motors Courtesy Transportation program is intended to minimize customer inconvenience when a vehicle requires a repair that is covered by the New Vehicle Limited Warranties. The availability of courtesy transportation to customers whose vehicles are within the warranty coverage period and involved in a product program is very important in maintaining customer satisfaction. Dealers are to ensure that these customers understand that shuttle service or some other form of courtesy transportation is available and will be provided at no charge. Dealers should refer to the General Motors Service Policies and Procedures Manual for Courtesy Transportation guidelines. Warranty Transaction Information Submit a transaction using the table below. Page 2327 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 7747 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5127 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2648 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 853 Page 10346 Transmission Temperature Sensor/Switch: Service and Repair Fluid Temperature Sensor Replacement Fluid Temperature Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the wiring harness assembly from the fluid temperature sensor (391). 3. Remove the fluid temperature sensor (391). Installation Procedure 1. Install the fluid temperature sensor (391). 2. Connect the wiring harness assembly to the with fluid temperature sensor (391). 3. Install the case side cover. Page 5754 Page 1945 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7521 Page 8078 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 1127 Page 600 Page 852 Power Steering Cooler Pipe/Hose Replacement Power Steering Line/Hose: Service and Repair Power Steering Cooler Pipe/Hose Replacement Power Steering Cooler Pipe/Hose Replacement Page 6787 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 10748 Date: May 01, 2008 Subject: HYDRA-MATIC(R) Front Wheel Drive 4T80-E (MH1) Left Front Axle Seal Leak, Transmission Slips in Gear (Replace Third Clutch Housing with Revised Service Part) Models: 2001-2008 GM Passenger Cars with HYDRA-MATIC(R) Front Wheel Drive 4T80-E Automatic Transmission (RPO - MH1) Supercede: This bulletin is being updated to revise the Warranty Information. Please discard Corporate Bulletin Number 08-07-30-009A (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak and/or that the transmission slips in gear. Cause An oil leak may be caused by bushing wear in the third clutch housing, causing excessive fluid build-up at axe sea. Correction Important: DO NOT replace the transmission for above concerns. Replace the third clutch housing with service P/N 8682114, which has revised bushing material to extend life and reduce left front axle seal leaks. Refer to Automatic/Transaxle - 4T80-E Transmission Off-Vehicle Repair Instructions for the replacement of the third clutch housing in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6580 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9652 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 350 networks, and will not require an upgrade in connection with the cellular industry's transition to the digital network. In order to verify the type of OnStar(R) Hardware in a vehicle, type the VIN into the VIN look-up tool, which is available at the OnStar(R) Online Enrollment website within GM GlobalConnect (for U.S. dealers) or InfoNet (for Canadian dealers). Disclaimer Page 5866 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 12141 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 11244 6. Install a large C-clamp (3) over the top of the brake caliper (2) and against the back of the outboard brake pad. 7. Tighten the C-clamp (3) until the caliper piston is pushed into the caliper bore enough to slide the caliper off the rotor. 8. Remove the C-clamp (3) from the caliper. 9. Remove the brake hose-to-caliper bolt (1) from the caliper. Discard the 2 copper brake hose gaskets (3). These gaskets may be stuck to the brake caliper and/or the brake hose end. 10. Plug the opening in the rear brake hose (2) to prevent excessive brake fluid loss and contamination. 11. Remove the caliper bolts (1 and 3). 12. Remove the caliper (3) from the rotor (4) and the caliper bracket (1). Page 5156 Engine Control Module: Technical Service Bulletins Engine/Transmission - Aftermarket Calibrations INFORMATION Bulletin No.: 09-06-04-026C Date: August 13, 2010 Subject: Identifying Non-GM (Aftermarket) Engine and Transmission Calibrations for V8 Gas Engines Using Tech 2(R) or Global Diagnostic System (GDS) Models: 2006-2011 GM Passenger Cars and Light Duty Trucks (Excluding Saab 9-7X) 2006-2009 HUMMER H2 2006-2010 HUMMER H3 Equipped with V8 Gas Powered Engines Only Attention: This bulletin applies to V8 gas powered engines ONLY. For Duramax(TM) diesel powered engines, refer to the latest version of Corporate Bulletin Number 08-06-04-006G. Supercede: This bulletin is being revised to add the 2011 model year. Please discard Corporate Bulletin Number 09-06-04-026A (Section 06 - Engine/Propulsion System). General Motors is identifying an increasing number of engine, transmission and catalytic converter part failures that are the result of non-GM (aftermarket) engine and transmission control calibrations being used. When alteration to the GM-released engine or transmission control calibrations occurs, it subjects powertrain and driveline components (engine , transmission, transfer case, driveshaft and rear axle) to stresses that were not tested by General Motors. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Warranty coverage is based on the equipment and calibrations that were released on the vehicle at time of sale, or subsequently updated by GM. That's because GM testing and validation matches the calibration to a host of criteria that is essential to assure reliability, durability and emissions performance over the life of the warranty coverage and beyond. Stresses resulting from calibrations different from those tested and released by GM can damage or weaken components, leading to poor performance and or shortened life. Additionally, non-GM (aftermarket) issued engine control modifications often do not meet the same emissions performance standards as GM issued calibrations. Depending on state statutes, individuals who install engine control module calibrations that put the vehicle outside the parameters of emissions certification standards may be subject to fines and/or penalties. This bulletin outlines a procedure to identify the presence of non-GM (aftermarket) calibrations. GM recommends performing this check whenever a hard part failure is seen on internal engine or transmission components, or before an engine assembly or transmission assembly is being replaced under warranty. It is also recommended that the engine calibration verification procedure be performed whenever diagnostics indicate that catalytic converter replacement is indicated. The PQC has a process to confirm the ECM/PCM calibration is GM issued. The PQC will require a picture of the engine calibration verification screen, as outlined in this bulletin, before authorizing any V8 gas powered engine replacement. If a non-GM calibration is found and verification has taken place through GM, the remaining powertrain and driveline warranty will be blocked and notated in GMVIS and the dealership will be notified. This block prevents any UNAUTHORIZED warranty claim submission. 1. Connect the Tech 2(R) to the vehicle. 2. Go to: Diagnostics and build the vehicle. 3. Select: Powertrain. 4. Select: Engine. 5. *Select: Engine Control Module or PCM. 6. *Select: Module ID Information or I/M Information System if the Module ID Information selection is not available. 7. *If "I/M information System" was selected, it may be necessary to select "Vehicle Information" in order to display the calibration information. ‹› If the CVN information is displayed as "N/A", it will be necessary to contact the TCSC to obtain the CVN information. Page 8365 Fuel Injector: Specifications Pressure Drop ..................................................................................................................................... .............................................................. 20 kPa (3 psi) Page 10456 11. If equipped with a steering column shift control, remove the left knee bolster bracket. 12. Remove the automatic transmission range selector cable from the shift control lever. Page 8527 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 407 2. Disconnect the C2 32-way blue connector from the VIU and tape the connector to a secure location. Refer to Cellular Communications Connector End Views and related schematics in SI, if required. Important: DO NOT perform the OnStar(R) reconfiguration and/or programming procedure. 3. Secure the VIU in its original brackets and/or mounting locations and reinstall the VIU and interior components that were removed to gain access to the VIU. Refer to OnStar Vehicle Interface Unit Replacement in SI. 2002 Through 2006 Model Year Vehicles (Except Saab Vehicles) 2002 through 2006 Model Year Vehicles (Except Saab Vehicles) Important: The Tech 2 diagnostic tool must be updated with version 28.002 or later in order to successfully perform the VCIM setup procedure and disable the analog system. 1. Connect the Tech 2 to the data link connector (DLC), which is located under the instrument panel of the vehicle. 2. Turn the Tech 2 ON by pressing the power button. Important: Tech 2 screen navigation to get to the setup procedure depends on the year and make of the vehicle. The actual name of the setup procedure (Setup New OnStar or VCIM Setup) depends on model year and vehicle make as well. Example Tech 2 navigation to the setup procedure Tech 2 screen is provided below. ^ Diagnostics >> (2) 2002 >> Passenger Car >> Body >> C >> OnStar >> Special Functions >> Setup New OnStar >> ^ Diagnostics >> (5) 2005 >> Passenger Car >> (4) Buick >> C >> Body >> Vehicle Comm. Interface Module >> Module Setup >> VCIM Setup >> 3. Setup VCIM using the Tech 2. Follow on-screen instructions when you have reached the setup Tech 2 screen. 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 2000-2002 Saab 9-3 (9400) 4D/5D; 2000-2003 Saab 9-3 (9400) CV 1. Remove the ground cable from the battery's negative terminal. 2. Apply the handbrake brake. 3. Detach the floor console. 4. Remove the switch and the floor console: 3.1. Twist loose the immobilizer unit (A), bayonet fitting. Unplug the unit's connector. 3.2. Remove the ignition switch cover (B) by first undoing the rear edge of the cover and then unhooking the front edge. Unplug the ignition Page 5205 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 9319 Passenger Car Zoning PASSENGER CAR ZONING Page 10084 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 25 Page 6860 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 1618 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 684 Page 5365 Page 2010 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5662 Conversion - English/Metric (Part 1) Page 12274 Fuse Block - Underhood C3 (Part 1) Page 5944 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6388 - Inspect for evidence of improper arcing. Measure the gap between the center electrode (4) and the side electrode (3) terminals. An excessively wide electrode gap can prevent correct spark plug operation. - Inspect for the correct spark plug torque. Insufficient torque can prevent correct spark plug operation. An over torqued spark plug, causes the insulator (2) to crack. - Inspect for signs of tracking that occurred near the insulator tip instead of the center electrode (4). - Inspect for a broken or worn side electrode (3). - Inspect for a broken, worn, or loose center electrode (4) by shaking the spark plug. A rattling sound indicates internal damage. - A loose center electrode (4) reduces the spark intensity. - Inspect for bridged electrodes (3, 4). Deposits on the electrodes (3, 4) reduce or eliminates the gap. - Inspect for worn or missing platinum pads on the electrodes (3, 4) If equipped. - Inspect for excessive fouling. - Inspect the spark plug recess area of the cylinder head for debris. Dirty or damaged threads can cause the spark plug not to seat correctly during installation. SPARK PLUG VISUAL INSPECTION - Normal operation-Brown to grayish-tan with small amounts of white powdery deposits are normal combustion by-products from fuels with additives. - Carbon Fouled-Dry, fluffy black carbon, or soot caused by the following conditions: Rich fuel mixtures Leaking fuel injectors - Excessive fuel pressure - Restricted air filter element - Incorrect combustion - Reduced ignition system voltage output Weak coils - Worn ignition wires - Incorrect spark plug gap - Excessive idling or slow speeds under light loads can keep spark plug temperatures so low that normal combustion deposits may not burn off. - Deposit Fouling-Oil, coolant, or additives that include substances such as silicone, very white coating, reduces the spark intensity. Most powdery deposits will not effect spark intensity unless they form into a glazing over the electrode. Page 9515 1. Install the automatic shift lock actuator to the base of the shift lock control and the pivot point (1). Description and Operation Fuel Gauge Sender: Description and Operation FUEL SENDER ASSEMBLY The fuel sender assembly consists of the following major components: - The fuel tank pressure sensor (1) - NOT USED (2) - The fuel feed pipe (3) - The fill limit vent valve (4) - The vapor recirculation line (5) - The fuel level sensor (6) - The fuel pressure regulator (7) Page 7422 Arrows and Symbols ARROWS AND SYMBOLS Page 9346 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 4005 1. Coat the ends of the pushrods using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. 2. Install the pushrods. ^ The intake pushrods are identified with yellow stripes. ^ The exhaust pushrods are identified with blue stripes. 3. Ensure that the pushrods seat in the lifter bore. 4. Coat the rocker arm friction surfaces using prelube GM P/N 12345501 (Canadian P/N 992704) or equivalent. 5. Important: Shims (88894006) may be required under the valve rocker arm pedestals if reconditioning has been performed on the cylinder head or its components. Install the rocker arms. Notice: Refer to Fastener Notice. 6. Install the rocker arm bolts. Tighten the bolts to 34 Nm (25 ft. lbs.). 7. Install the valve rocker arm covers. Page 12210 Page 11727 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 12881 1. Install the left and right side stabilizer shaft insulators (1) to the stabilizer shaft (2). 2. Install the left and right side stabilizer shaft insulator brackets. 3. Notice: Refer to Fastener Notice. Install the left and right side stabilizer shaft insulator bracket bolts. Tighten the stabilizer shaft insulator bracket bolts to 42 Nm (31 ft. lbs.). 4. Lower the vehicle. Page 6179 Page 8306 Page 2805 Arrows and Symbols ARROWS AND SYMBOLS Page 2194 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 1231 Page 3567 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7072 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Diagram Information and Instructions Fuse Block: Diagram Information and Instructions Electrical Symbols Page 10607 Transmission Fluid Temperature Sensor Connector, Wiring Harness Side Page 1308 Application Table (Part 1) Page 7318 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5291 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3611 Page 9237 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2723 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 7362 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 10037 Page 10000 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6327 Page 9049 Page 10986 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 6629 Page 13217 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 374 For vehicles repaired under warranty, use the table. Disclaimer Locations Horn Relay: Locations Horn PBC Relay The Horn Relay is located in the Fuse Block - Underhood. The Fuse Block - Underhood is located on the right side of the engine compartment mounted to the strut tower. NOTE: This relay is a Printed CIrcuit Board (PBC) Relay, and is not serviceable. Page 11150 If performing routine Brake Service for worn pads only, and the rotors are not damaged and measure within specification - DO NOT REFINISH ROTORS. 1. Remove the rotor(s). 2. Measure the rotor for original thickness using a brake micrometer. Multiple measure points should be taken and the lowest measurement should be recorded. 3. Reference the Minimum Thickness specification stamped on the backside of the rotor or SI for Minimum Thickness specification/other. In most cases, the rotor should be refinished unless the measurement taken makes it obvious that refinishing the rotor would take the measurement under the Minimum Thickness specification (then replacement is necessary). DO NOT use any other manufacturers rotor specifications. 3. ***Record the lowest ORIGINAL rotor thickness measurement on the repair order hard copy as noted in the "Repair Order Documentation - Rotor Refinish" section of this bulletin. 4. Clean all of the mating surfaces between the hub, the rotor and the wheel using the J 42450A Wheel Hub Cleaning Kit and J 41013 - Whiz Wheel(R). If rotors are not to be refinished - Go To Step 8. Important Cleaning all mating surfaces and making them free of corrosion, burrs and other debris (which includes removal of Hubless rotors) is critical and MUST be performed whether using an On-Car or Bench Lathe Refinish Procedure. 5. Be sure to follow the appropriate refinishing procedure listed below for the type of lathe you are using. Important Only replace the rotors if they do not meet the Minimum Thickness specification. Important DO NOT REFINISH NEW ROTORS. Important Only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. Important Prior to making the cut, install the recommended clip-on style disc silencer supplied with the lathe. Use of this silencer is critical to prevent chatter from occurring during the cut. Bench Type Lathe 1. Refinish the existing rotor on an approved, well-maintained lathe to guarantee smooth, flat and parallel surfaces. 2. Check for clean and true lathe adapters and make sure the arbor shoulder is clean and free of debris or burrs. For more information, see the "Brake Lathe Calibration Procedure (Bench-Type)" section in this bulletin. 3. On the outboard area of the rotor, position the cutting tools one eighth of an inch into the brake pad area of the rotor. Feed the cutting tools into the rotor until they cut the rotor to new metal, a full 360 degrees. Zero each dial and back off a full turn 4. Move the cutting bits to the middle of the rotor and do the same procedure. If zero is passed during the process, reset zero. Back off a full turn. 5. Position the cutting bits one eighth of an inch inside the inboard (closest to the hub) edge of the brake pad contact area. Do the same procedure. If zero is passed during the process, reset zero. 6. Back off a full turn and position the cutting bits all the way inboard in preparation to refinish the full rotor surface. Advance both tool cutters to the zero setting plus just enough to clean up the entire rotor surface. 7. After completing the refinish, sand both sides of the rotor for approximately one minute per side using a sanding block and 130-150 grit sandpaper to obtain a non-directional finish. On-Car Type Lathe 1. Reinstall the rotor(s). Important Page 10113 5. Notice: Refer to Fastener Notice in Service Precautions. Install the oil pump body and cover bolts (206,207). ^ Tighten the bolts (207) to 12 Nm (106 inch lbs.). ^ Tighten the bolts (206) to 16 Nm (12 ft. lbs.). 6. Reposition and connect the electrical connectors to the following: ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) ^ 2 - 3 Shift solenoid valve assembly (315B) ^ If equipped internal mode switch 7. Install the case side cover. Page 5647 Page 2500 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6724 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1780 1. Important: The switch mounting bracket must be pressed firmly against the steering column tilt head. Slide the turn signal switch housing onto the steering column shaft assembly. 2. Install the turn signal and multifunction switch assembly only. 3. Install the tilt head components. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 3008 3. Loosen the hex nut on the tie rod (2). Turn the tie rod shaft (1) in order to obtain the proper toe angle. Refer to Wheel Alignment Specifications. 4. Confirm the number of threads showing on each tie rod end is nearly equal. 5. Notice: Refer to Fastener Notice. Confirm that the tie rod ends (3) are square before you tighten the lock nuts (2). Tighten the hex nuts at the tie rod ends to 70 Nm (52 ft. lbs.). 6. Important: Ensure the seals do not twist. Install the seal clamps. Rear Camber Adjustment Removal Procedure Locations Transmission Mode Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 6965 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Electrical - Intermittent MIL/DTC P2138/Reduced Power Wiring Harness: Customer Interest Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Page 3187 For vehicles repaired under warranty, use the table. Disclaimer Page 1356 Conversion - English/Metric (Part 1) Service and Repair Brake Pedal Assy: Service and Repair Brake Pedal Assembly Replacement Removal Procedure 1. Remove the left instrument panel insulator. 2. Push the BCM up and move the bottom of the BCM away from and out of the mounting bracket slot. Position the BCM aside. 3. Remove the cruise control release switch, if equipped. 4. Release the wiring harness clips from the bracket. 5. Remove the brake pedal pushrod retaining clip from the brake pedal. 6. Remove the brake pedal pushrod and washer from the brake pedal. 7. Remove the brake pedal nut and bolt. 8. Remove the brake pedal and bushings. Installation Procedure 1. Install the brake pedal and bushings. 2. Notice: Refer to Fastener Notice in Service Precautions. Install the brake pedal nut and bolt. Tighten the brake pedal nut and bolt to 40 Nm (30 ft. lbs.). Page 7467 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7242 For vehicles repaired under warranty, use the table. Disclaimer Diagrams Door Lock Cylinder Switch - Driver Page 9471 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 7929 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7035 Information Bus: Testing and Inspection Scan Tool Does Not Communicate with Low Speed GMLAN Device SCAN TOOL DOES NOT COMMUNICATE WITH LOW SPEED GMLAN DEVICE Diagnostic Fault Information Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle Circuit/System Description Modules connected to the low speed GMLAN serial data circuit monitor for serial data communications during normal vehicle operation. Operating information and commands are exchanged among the modules when the ignition switch is in any position other than OFF. The low speed GMLAN serial data circuit must be operational for the vehicle to start so the vehicle theft deterrant (VTD) module and body control module (BCM) can communicate. The low speed GMLAN serial data circuit uses SP 205 as the low speed splice pack or star connector. Diagnostic Aids -> Use the Data Link References to identify the low speed GMLAN serial data modules. See: Data Link Connector/Testing and Inspection -> This test is used for a total low speed GMLAN communication failure. If only 1 module is not communicating and sets no DTC, ensure that the vehicle is equipped with the module, then use DTC U0100-U0299 for diagnostics. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/U Code Charts -> An open in the low speed GMLAN serial data circuit between the splice pack and a module(s) will only effect the specific module(s). This type of failure will set a loss of communication DTC for each module effected, and the other modules will still communicate. Depending on which module is effected, the vehicle may not start. -> An open between the data link connector (DLC) and the splice pack will only effect the communication with the scan tool. The vehicle modules will still communicate, and the vehicle will start. -> Use the DMM MIN/MAX function to capture/locate intermittent conditions. -> The engine will not start when there is a total malfunction of the low speed GMLAN serial data circuit. The following conditions may cause a total loss of low speed GMLAN data communication: -> The low speed GMLAN serial data circuit shorted to ground or voltage. -> A module internal malfunction that causes a short to voltage or ground on the low speed GMLAN circuit. Reference Information Schematic Reference -> Data Link Connector Schematics See: Data Link Connector/Diagrams/Electrical Diagrams -> Control Module References See: Testing and Inspection/Programming and Relearning Connector End View Reference -> Master Electrical Component List See: Diagrams/Connector Views Electrical Information Reference -> Circuit Testing See: Testing and Inspection/Component Tests and General Diagnostics -> Connector Repairs See: Testing and Inspection/Component Tests and General Diagnostics -> Testing for Intermittent Conditions and Poor Connections See: Testing and Inspection/Component Tests and General Diagnostics Diagrams Vehicle Speed Sensor Connector, Wiring Harness Side Page 2285 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 12168 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Body Control Module: All Technical Service Bulletins Body Controls - Charging Lamp ON/DTC B1405/B1516 Set Bulletin No.: 06-06-03-006 Date: June 21, 2006 TECHNICAL Subject: Charging System Light On, Service Battery Charging System Message Displayed, DTC B1405 and/or B1516 Set (Reprogram BCM) Models: 2006 Buick Lucerne 2006 Cadillac DTS 2006 Chevrolet Impala, Monte Carlo Built Prior to the VIN Breakpoints shown Condition Some customers may comment on the charging system light being illuminated in the instrument panel cluster and the "Service Battery Charging System" message being displayed on the Driver Information Center. Upon further investigation, the technician may find DTC B1405 and/or B1516 set. Cause The BCM may reset while cranking the engine under low voltage conditions. The battery current sensor may draw excessive current during the BCM reset. B1405 and/or B1516 will set during this condition. Correction DO NOT replace the battery current sensor or the BCM. A new service calibration has been developed to correct this condition. Reprogram the BCM with the software available in TIS2WEB. Warranty Information Page 13199 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 1730 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1204 Engine Control Module (ECM) C2 (Part 1) Page 7113 Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 12016 Conversion - English/Metric (Part 1) Electrical - Intermittent MIL/DTC P2138/Reduced Power Multiple Junction Connector: All Technical Service Bulletins Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Page 7052 Page 269 Page 5212 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4607 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 3598 Page 8070 Page 9883 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 4976 1. Install a NEW exhaust manifold gasket onto the cylinder head studs. 2. Install the exhaust manifold. 3. Notice: Refer to Fastener Notice. Install the lower exhaust manifold bolts. Tighten the bolts to 20 Nm (15 ft. lbs.). 4. Install the catalytic converter. 5. Lower the vehicle. 6. Install the upper exhaust manifold bolts. Tighten the bolts to 20 Nm (15 ft. lbs.). 7. Install the exhaust crossover pipe to right exhaust manifold nuts. Page 7663 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 1987 Page 7657 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 4103 Drive Belt: Service and Repair Drive Belt Replacement Removal Procedure 1. Remove the air cleaner. 2. Remove the intake manifold cover. 3. Rotate the drive belt tensioner clockwise in order to release the tensioner spring tension. 4. Remove the drive belt from around the tensioner pulley. 5. Release the drive belt tensioner. 6. Remove the drive belt from around all other pulleys. Installation Procedure 1. Install the drive belt around all the pulleys except for the tensioner pulley. 2. Rotate the drive belt tensioner clockwise in order to release the tensioner spring tension. Page 7137 1. Install the MAP sensor seal into the upper intake manifold. 2. Install the MAP sensor and bracket. 3. Install the upper intake manifold bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 25 N.m (18 lb ft). 4. If required, install the spark plug wire clip to the intake manifold bracket. 5. Connect the MAP sensor electrical connector. 6. Install the intake manifold cover. Page 1933 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 605 Arrows and Symbols ARROWS AND SYMBOLS Page 9137 Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Electrical Symbols Page 11655 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 10095 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12009 Page 720 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2420 Page 7277 For vehicles repaired under warranty, use the table. Disclaimer Page 8814 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6120 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 4517 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 8016 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 5532 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Engine, Cooling and Exhaust/Cooling System/Service and Repair 2. Remove the intake manifold cover, if necessary. 3. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 4. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. Page 7336 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1921 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 9534 Shift Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 8573 8. Remove the fuel/brake line retainer bolt. 9. Remove the fuel feed line from the retainer. 10. Remove the fuel/brake line push in retainer from the underbody. 11. Remove the fuel feed line from the retainer. Diagram Information and Instructions Impact Sensor: Diagram Information and Instructions Electrical Symbols Fuel System - Fuel Injector Maintenance Cleaning Fuel Injector: All Technical Service Bulletins Fuel System - Fuel Injector Maintenance Cleaning Bulletin No.: 04-06-04-051B Date: January 04, 2006 INFORMATION Subject: Maintenance Cleaning of Fuel Injectors Models: 2006 and Prior All General Motors Passenger Cars and Trucks 2003-2006 HUMMER H2 2006 HUMMER H3 Supercede: This bulletin is being revised to add models and model years and update the name and part number of GM Fuel System Treatment. Please discard Corporate Bulletin Number 04-06-04-051A (Section 06 - Engine/Propulsion System). General Motors is aware that some companies are marketing tools, equipment and programs to support fuel injector cleaning as a preventative maintenance procedure. General Motors does not endorse, support or acknowledge the need for fuel injector cleaning as a preventative maintenance procedure. Fuel injector cleaning is approved only when performed as directed by a published GM driveability or DTC diagnostic service procedure. Due to variation in fuel quality in different areas of the country, the only preventative maintenance currently endorsed by GM regarding its gasoline engine fuel systems is the addition of GM Fuel System Treatment PLUS, P/N 88861011 (for U.S. ACDelco(R), use P/N 88861013) (in Canada, P/N 88861012), added to a tank of fuel at each oil change. Refer to Corporate Bulletin Number 03-06-04-030A for proper cleaning instructions. Disclaimer Page 6402 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 6107 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2067 Intake Air Temperature Sensor: Service and Repair MASS AIR FLOW (MAF)/INTAKE AIR TEMPERATURE (IAT) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Disconnect the mass air flow/intake air temperature (MAF/IAT) sensor electrical connector (3). 3. Remove the MAF/IAT sensor bolts. 4. Remove the MAF/IAT sensor from the air cleaner housing. 5. Remove the MAF/IAT sensor seal, if necessary. INSTALLATION PROCEDURE Page 1272 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9341 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 283 7.3. If equipped, connect the rear seat heater's connector and install the switch. 8. Install the floor console: 8.1. Install the floor console's retaining bolts (C) and retaining nuts (F). 8.2. Align the rear cover; make sure that the air duct connects firmly to the air nozzle. Screw in the cover (E). 8.3. Install the ashtray/cover (D). 8.4. Install the ignition switch cover (B). 8.5. Plug in the immobilizer unit (A) connector. Install the unit, bayonet fitting. 9. Remove the OnStar(R) control modules and secure the wiring: 9.1. Remove the right-hand rear luggage compartment trim in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 9.2. Unplug the connectors (A) from the OnStar(R) control modules. 9.3. Remove the console (B) together with the OnStar(R) control modules. Page 5108 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 1990 Arrows and Symbols ARROWS AND SYMBOLS Page 392 Models The service procedure in this bulletin has been revised. Step 11 in the procedure for the 2004-2005 Saab 9-3 (9440) Convertible has been revised. Discard all copies of bulletin 08089B, issued September 2008. Condition In November 2002, the U.S. Federal Commissions (FCC) ruled that wireless carriers would no longer be required to support the analog wireless network beginning in 2008. As a result, On Star(R) is unable to continue analog service. OnStar(R) has deactivated most of the systems operating in the analog mode; however, there are some vehicles that OnStar(R) could not deactivate. Although the analog OnStar(R) hardware in these vehicles can no longer communicate with OnStar(R), the hardware in the vehicle is still active. If the OnStar(R) emergency button is pressed, or in the case of an airbag deployment, or near deployment, the customer may hear a recording that OnStar(R) is being contacted. However, since analog service is no longer available, the call will not connect to OnStar(R). To end the call, the customer must press the white phone or white dot button. If the call is not ended, the system will continue to try to connect to OnStar(R) until the vehicle battery is drained. Special Policy Adjustment At the customer's request, dealers/retailers are to deactivate the OnStar(R) system. The service will be made at no charge to the customer. This special coverage covers the condition described above until December 31, 2008 for all non-Saab vehicles; April 30, 2009 for all Saab vehicles. Vehicles Involved Page 6000 Page 7257 During programming, the battery voltage must be maintained within the proper range of 12-15 volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. BCM Still Fails to Reprogram If the BCM still fails to reprogram perform this procedure: 1. Turn OFF the ignition, and remove the key. 2. Remove the fuses that power up the following modules/components for a minimum of 2 minutes: - BCM - EBCM - ECM - IS LPS (located in the left IP fusebox) - TCM 3. Open and close the driver door. Allow enough time for the retained accessory power (RAP) to turn OFF. 4. Reinstall the fuses. 5. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 6. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. During programming, the battery voltage must be maintained within the proper range of 12-15 Volts. Only use the approved Midtronics(R) PSC 550 Battery Maintainer (SPS Programming Support Tool EL-49642) or equivalent during programming. Warranty Information For vehicles repaired under warranty, use the table above. Disclaimer Specifications Generator Usage Page 5333 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8488 Page 9553 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 565 Page 7715 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6987 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10382 Page 5083 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Junction Block Replacement - Accessory Wiring Relay Box: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 9603 Shift Solenoid: Service and Repair 2-3 Shift Solenoid Valve Replacement 2-3 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 2-3 shift solenoid electrical connector. 3. Remove the 2-3 shift solenoid retaining clip (314C). 4. Remove the 2-3 shift solenoid (315B) and the O-ring (316). Installation Procedure 1. Install the O-ring (316) and the 2-3 shift solenoid (315B). 2. Install the 2-3 shift solenoid retaining clip (314C). 3. Connect the 2-3 shift solenoid electrical connector. 4. Install the case side cover. Page 7207 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4491 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7338 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 7557 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 4729 Heater Core: Service and Repair Heater Core Replacement HEATER CORE REPLACEMENT Page 909 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2357 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 1697 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 13 Page 7373 Body Control Module (BCM) C4 (Part 2) Page 8686 Application Table (Part 2) Location View Location View Page 10886 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7174 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8661 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2918 2. Install the following onto the steering shaft: 1 The steering wheel position sensor (1) Refer to Steering Wheel Position Sensor Centering. 2 The sensor locator (2) 3 The sensor retainer (3) 4 The steering shaft seal (4) 5 The boot seal (5) 3. Install the steering column into the vehicle. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 2689 Page 10536 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9260 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 1366 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 7306 Page 8808 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 4890 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 11962 For vehicles repaired under warranty, use the table. Disclaimer Page 8291 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10436 A/T - Grinding/Growling Noise in Park on Incline Parking Pawl: Technical Service Bulletins A/T - Grinding/Growling Noise in Park on Incline INFORMATION Bulletin No.: 99-07-30-030F Date: May 01, 2008 Subject: Grinding and/or Growling Noise in Park on Incline Models: 2009 and Prior Passenger Cars and Light Duty Trucks (Including Saturn) with Hydra-Matic Front Wheel Drive (FWD) Automatic Transmissions Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 99-07-30-030E (Section 07 - Transmission/Transaxle). Service Information Owners of some vehicles equipped with Hydra-Matic front wheel drive transaxles may comment on a grinding and/or growling noise that is noticeable when standing in PARK on a hill or slope with the engine running and the parking brake not applied. Under these conditions, the weight of the vehicle puts a load on the parking pawl which can create a "ground-out" path through the drive axles, front struts, springs and spring towers. Normal engine noise can be transmitted to the passenger compartment through the "ground-out" path. Owners concerned about this condition should be advised to apply the parking brake prior to shifting into PARK. This is the recommended procedure described in the Owners Manual. Applying the parking brake first will put the load of the vehicle on the rear brakes rather than on the parking pawl. Refer the owner to the appropriate Owner Manual for additional details and instructions. Disclaimer Page 4862 Page 5819 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 2 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 2 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the connector position assurance (CPA) retainer (1). 3. Disconnect the heated oxygen sensor (HO2S) electrical connector (3). 4. Remove the HO2S electrical connector clip from the heat shield. 5. Remove the HO2S from the catalytic converter. Page 5539 Page 8039 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 12894 16. Lower the vehicle until the frame contacts J 39580. 17. Remove the frame reinforcement nuts (3). 18. Remove the frame reinforcement bolts (1). 19. Remove the frame reinforcements (2). 20. Remove the bolts (1) which secure the frame to the body. 21. Raise the vehicle in order to separate the frame from the body. 22. If you are replacing the frame, remove the following components: * Both of the lower control arms-Refer to Lower Control Arm Replacement. * The stabilizer shaft-Refer to Stabilizer Shaft Replacement. * The spacers, the upper insulator, the lower insulator, and the retainers-Refer to Frame Cushion or Insulator Replacement - Front and to Frame Cushion or Insulator Replacement - Rear. Installation Procedure Page 12528 Disclaimer Page 2122 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 12232 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5649 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 46 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 6794 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9017 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 7855 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1379 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1603 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 5727 1. Install the MAP sensor seal into the upper intake manifold. 2. Install the MAP sensor and bracket. 3. Install the upper intake manifold bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 25 N.m (18 lb ft). 4. If required, install the spark plug wire clip to the intake manifold bracket. 5. Connect the MAP sensor electrical connector. 6. Install the intake manifold cover. Page 11602 Arrows and Symbols ARROWS AND SYMBOLS Page 9386 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 1687 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 155 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Page 1599 Engine Control Module (ECM) Engine Control Module: Description and Operation Engine Control Module (ECM) ENGINE CONTROL MODULE (ECM) DESCRIPTION The engine control module (ECM) interacts with many emission related components and systems, and monitors the emission related components and systems for deterioration. OBD II diagnostics monitor the system performance and a diagnostic trouble code (DTC) sets if the system performance degrades. The malfunction indicator lamp (MIL) operation and the DTC storage are dictated by the DTC type. A DTC is ranked as a Type A or Type B if the DTC is emissions related. Type C is a non-emissions related DTC. The ECM is in the engine compartment. The ECM is the control center of the engine controls system. The ECM controls the following components: - The fuel injection system - The ignition system - The emission control systems - The on-board diagnostics - The A/C and fan systems - The throttle actuation control (TAC) system The ECM constantly monitors the information from various sensors and other inputs, and controls the systems that affect the vehicle performance and the emissions. The ECM also performs diagnostic tests on various parts of the system. The ECM can recognize operational problems and alert the driver via the MIL. When the ECM detects a malfunction, the ECM stores a DTC. The condition area is identified by the particular DTC that is set. This aids the technician in making repairs. ECM Function The engine control module (ECM) can supply 5 volts or 12 volts to the various sensors or switches. This is done through pull-up resistors to the regulated power supplies within the ECM. In some cases, even an ordinary shop voltmeter will not give an accurate reading because the resistance is too low. Therefore, a DMM with at least 10 megaohms input impedance is required in order to ensure accurate voltage readings. The ECM controls the output circuits by controlling the ground or the power feed circuit through the transistors or a device called an output driver module. EEPROM The electronically erasable programmable read only memory (EEPROM) is a permanent memory that is physically part of the engine control module (ECM). The EEPROM contains program and calibration information that the ECM needs in order to control the powertrain operation. Special equipment, as well as the correct program and calibration for the vehicle, are required in order to reprogram the ECM. Data Link Connector (DLC) The data link connector (DLC) is a 16-pin connector that provides the technician a means of accessing serial data for aid in the diagnosis. This connector allows the technician to use a scan tool in order to monitor the various serial data parameters, and display the DTC information. The DLC is located inside of the drivers compartment, underneath the dash. Malfunction Indicator Lamp (MIL) The malfunction indicator lamp (MIL) is inside of the instrument panel cluster (IPC). The MIL is controlled by the engine control module (ECM) and illuminates when the ECM detects a condition that affects the vehicle emissions. ECM Service Precautions The engine control module (ECM), by design, can withstand the normal current draws that are associated with the vehicle operations. However, care must be used in order to avoid overloading any of these circuits. When testing for opens or shorts, do not ground or apply voltage to any of the ECM circuits unless the diagnostic procedure instructs you to do so. These circuits should only be tested with a DMM. Emissions Diagnosis For State I/M Programs This OBD II equipped vehicle is designed to diagnose any conditions that could lead to excessive levels of the following emissions: Hydrocarbons (HC) - Carbon monoxide (CO) - Oxides of nitrogen (NOx) - Evaporative emission (EVAP) system losses Should this vehicles on-board diagnostic system (ECM) detect a condition that could result in excessive emissions, the ECM turns ON the malfunction indicator lamp (MIL) and stores a DTC that is associated with the condition. Aftermarket (Add-On) Electrical And Vacuum Equipment Page 4530 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 12253 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12515 Power Steering Fluid: Fluid Type Specifications POWER STEERING SYSTEM GM Power Steering Fluid GM P/N 89021184 (Canadian P/N 89021186) or equivalent. Page 6571 Service and Repair Tie Rod End: Service and Repair Rack and Pinion Outer Tie Rod End Replacement ^ Tools Required J 24319-B Universal Steering Linkage Puller Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the prevailing torque nut (2) from the outer tie rod assembly (1). 4. Loosen the jam nut (2) on the inner tie rod assembly (1). Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 7366 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5932 Page 9097 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4883 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8817 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 3544 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 7511 Page 3622 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 7517 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 13193 Page 12187 Fuse Block - I/P - Top View Page 9274 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 3871 Do not use cleaning solutions that contain hydrofluoric, oxalic and most other acids on chrome wheels (or any wheels). If the customer is unsure of the chemical make-up of a particular wheel cleaner, it should be avoided. For wheels showing signs of milky staining from acidic cleaners, refer to Customer Assistance and Instructions below. Warranty of Stained Chrome Wheels Stained wheels are not warrantable. Most acid based cleaners will permanently stain chrome wheels. Follow-up with dealers has confirmed that such cleaners were used on wheels that were returned to the Warranty Parts Center (WPC). Any stained wheels received by the WPC will be charged back to the dealership. To assist the customer, refer to Customer Assistance and Instructions below. Pitting or Spotted Appearance of Chrome Wheels Figure 2 A second type or staining or finish disturbance may result from road chemicals, such as calcium chloride used for dust control of unpaved roads. The staining will look like small pitting (refer to Figure 2). This staining will usually be on the leading edges of each wheel spoke, but may be uniformly distributed. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Important Road chemicals, such as calcium chloride used for dust control of unpaved roads, can also stain chrome wheels. The staining will look like small pitting. This staining will usually be on the leading edges of each wheel spoke. This is explained by the vehicle traveling in the forward direction while being splashed by the road chemical. If a vehicle must be operated under such conditions, the chrome wheels should be washed with mild soap and water and thoroughly rinsed as soon as conveniently possible. Warranty of Pitted or Spotted Chrome Wheels Wheels returned with pitting or spotting as a result of road chemicals may be replaced one time. Damage resulting from contact with these applied road chemicals is corrosive to the wheels finish and may cause damage if the wheels are not kept clean. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean if they are operating the vehicle in an area that applies calcium chloride or other dust controlling chemicals! "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). "Stardust" Corrosion of Chrome Wheels Figure 3 A third type of finish disturbance results from prolonged exposure to brake dust and resultant penetration of brake dust through the chrome. As brakes are applied hot particles of brake material are thrown off and tend to be forced through the leading edge of the wheel spoke windows by airflow. These Page 2753 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5175 Page 1051 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3830 Tires: Technical Service Bulletins Tires/Wheels - Tire Puncture Repair Procedures INFORMATION Bulletin No.: 04-03-10-001F Date: April 27, 2010 Subject: Tire Puncture Repair Procedures For All Cars and Light Duty Trucks Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 04-03-10-001E (Section 03 - Suspension). This bulletin covers puncture repair procedures for passenger car and light duty truck radial tires in the tread area only. The tire manufacturer must be contacted for its individual repair policy and whether or not the speed rating is retained after repair. Caution - Tire changing can be dangerous and should be done by trained professionals using proper tools and procedures. Always read and understand any manufacturer's warnings contained in their customers literature or molded into the tire sidewall. - Serious eye and ear injury may result from not wearing adequate eye and ear protection while repairing tires. - NEVER inflate beyond 275 kPa (40 pounds) pressure to seat beads. Some run flat tires, such as the Goodyear Extended Mobility Tire (EMT) used on the Corvette, may require more than 275 kPa (40 psi) to seat the bead. In such a case, a tire safety cage must be used. Consult the tire manufacturer for its individual repair policy. - NEVER stand, lean or reach over the assembly during inflation. Repairable area on a radial tire. Important - NEVER repair tires worn to the tread indicators 1.59 mm (2/32") remaining depth). - NEVER repair tires with a tread puncture larger than 6.35 mm (1/4"). - NEVER substitute an inner tube for a permissible or non-permissible repair. - NEVER perform an outside-in tire repair (plug only, on the wheel). - Every tire must be removed from the wheel for proper inspection and repair. - Regardless of the type of repair used, the repair must seal the inner liner and fill the injury. - Consult with repair material supplier/manufacturer for repair unit application procedures and repair tools/repair material recommendations. Three basic steps for tire puncture repair: 1. Remove the tire from the wheel for inspection and repair. Page 7375 Body Control Module (BCM) C6 Page 5258 Application Table (Part 2) Location View Location View Page 12332 Page 643 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10073 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 129 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11902 Splice Pack SP205 Page 7539 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 1394 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 1690 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 7811 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 12186 Fuse: Application and ID I/P Fuse Block Label Fuse Block - I/P - Label (Coupe) Fuse Block - I/P - Label (Sedan) Fuse Block - I/P - Label Usage Page 5244 Engine Control Module (ECM) C3 (Part 1) Page 4504 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 6834 Page 4414 Installation Procedure 1. Position a NEW water pump gasket and the water pump to the engine front cover. Notice: Refer to Fastener Notice. 2. Install the water pump bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 3. Install the water pump pulley and bolts. 4. Install the drive belt. 5. Tighten the water pump pulley bolts. Tighten the bolts to 25 Nm (18 ft. lbs.). 6. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Page 2149 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Page 11436 8. Remove the bussed electrical center (BEC) cover. 9. Remove the positive battery cable junction block lead nut (1). 10. Remove the positive battery cable (2) from the BEC. 11. Raise and support the vehicle. Refer to Vehicle Lifting. 12. Remove the front lower air deflector. 13. Remove the starter solenoid BAT terminal nut (3) from the starter. 14. Remove the positive battery cable (2) from the starter motor. 15. Lower the vehicle. Page 7290 Behind The I/P Page 7956 Page 7810 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3623 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 6715 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 7206 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 99 Page 7660 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 3539 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 8317 Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards The following gasoline brands meet the TOP TIER Detergent Gasoline Standards in all octane grades : Chevron Canada (markets in British Columbia and western Alberta) - Shell Canada (nationally) - Petro-Canada (nationally) - Sunoco-Canada (Ontario) - Esso-Canada (nationally) What is TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline is a new class of gasoline with enhanced detergency and no metallic additives. It meets new, voluntary deposit control standards developed by six automotive companies that exceed the detergent recommendations of Canadian standards and does not contain metallic additives, which can damage vehicle emission control components. Where Can TOP TIER Detergent Gasoline Be Purchased? The TOP TIER program began in the U.S. and Canada on May 3, 2004. Some fuel marketers have already joined and introduced TOP TIER Detergent Gasoline. This is a voluntary program and not all fuel marketers will offer this product. Once fuel marketers make public announcements, they will appear on a list of brands that meet the TOP TIER standards. Who developed TOP TIER Detergent Gasoline standards? TOP TIER Detergent Gasoline standards were developed by six automotive companies: BMW, General Motors, Honda, Toyota, Volkswagen and Audi. Why was TOP TIER Detergent Gasoline developed? TOP TIER Detergent Gasoline was developed to increase the level of detergent additive in gasoline. In the U.S., government regulations require that all gasoline sold in the U.S. contain a detergent additive. However, the requirement is minimal and in many cases, is not sufficient to keep engines clean. In Canada, gasoline standards recommend adherence to U.S. detergency requirements but do not require it. In fact, many brands of gasoline in Canada do not contain any detergent additive. In order to meet TOP TIER Detergent Gasoline standards, a higher level of detergent is needed than what is required or recommended, and no metallic additives are allowed. Also, TOP TIER was developed to give fuel marketers the opportunity to differentiate their product. Why did the six automotive companies join together to develop TOP TIER? All six corporations recognized the benefits to both the vehicle and the consumer. Also, joining together emphasized that low detergency and the intentional addition of metallic additives is an issue of concern to several automotive companies. What are the benefits of TOP TIER Detergent Gasoline? TOP TIER Detergent Gasoline will help keep engines cleaner than gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Clean engines help provide optimal fuel economy and engine performance, and also provide reduced emissions. Also, the use of TOP TIER Detergent Gasoline will help reduce deposit related concerns. Who should use TOP TIER Detergent Gasoline? All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" recommended by Canadian standards. Those vehicles that have experienced deposit related concerns may especially benefit from use of TOP TIER Detergent Gasoline. More information on TOP TIER Detergent Gasoline can be found at this website, http://www.toptiergas.com/. Page 10022 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 3637 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 11316 Parking Brake Shoe: Testing and Inspection Park Brake Shoe Inspection 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 2. Remove the tire and wheel. Refer to Tire and Wheel Removal and Installation. 3. Remove the rear brake caliper bracket with the rear brake caliper. Refer to Brake Caliper Bracket Replacement - Rear. 4. Remove the rear brake rotor. Refer to Brake Rotor Replacement - Rear. 5. Inspect the park brake shoe and lining. If it exhibits any of the following conditions, then it requires replacement : ^ Excessive wear indicated by the park brake lining being worn down to the shoe ^ Brake lining cracking ^ Oil or fluid contamination of the brake lining 6. Install the rear brake rotor. Refer to Brake Rotor Replacement - Rear. 7. Install the rear brake caliper with the rear brake caliper bracket. Refer to Brake Caliper Bracket Replacement - Rear. 8. Install the tire and wheel. Refer to Tire and Wheel Removal and Installation. 9. Lower the vehicle. Page 1169 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 6271 Page 5478 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Diagrams Vehicle Speed Sensor Connector, Wiring Harness Side Page 5674 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 3459 6. Connect the seat belt retractor pretensioner - LF connector (2) to vehicle harness connector (1). 7. Install the CPA (3) to the seat belt retractor pretensioner - LF connector (2). 8. Install the lower center pillar trim. 9. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 10. Replace both fuse center covers. 11. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 12. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 3 SIR DISABLING AND ENABLING ZONE 3 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Page 4130 1. Install the engine mount strut bracket. 2. Loosely install the engine mount strut bracket to engine upper bolt. 3. Raise and support the vehicle. Notice: Refer to Fastener Notice. 4. Install the engine mount strut bracket to engine lower bolts. Tighten the bolts to 50 Nm (37 ft. lbs.). 5. Position the A/C compressor to the engine block. 6. Install the A/C compressor front nut and bolt until snug. Page 4705 Page 8371 Page 5838 Page 5235 Capacity Specifications Brake Fluid: Capacity Specifications Information not provided by manufacturer. Page 9379 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2213 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 7211 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 5288 Conversion - English/Metric (Part 1) Page 9775 Testing and Inspection Step 1 - Step 9 Page 837 Disclaimer Page 11387 Wheel Speed Sensor: Diagrams Wheel Speed Sensor (WSS) - RF Wheel Speed Sensor (WSS) - RF Reverse Lockout Solenoid Wheel Speed Sensor (WSS) - RF Wheel Speed Sensor (WSS) - RF Page 7522 Page 653 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 2356 Passenger Car Zoning PASSENGER CAR ZONING Page 5315 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7302 Body Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 10454 4. Remove the automatic transaxle range selector cable from the automatic transaxle range selector lever. 5. Remove the automatic transaxle range selector cable from the automatic transaxle range selector cable bracket. 6. If equipped with a floor console, remove the front floor console. 7. Pull the carpet back to expose the automatic transaxle range selector cable. 8. Remove the automatic transaxle range selector cable retainer from the console shift control. Page 3323 35. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb ft). 36. Connect both stabilizer shaft links to the shaft. Tighten Tighten the stabilizer link nuts to 60 Nm (44 lb ft). 37. Install the power steering cooler pipe/hose to the frame mounted retaining clips. 38. Install the air deflector. 39. Clean power steering fluid from the underbody of the vehicle. 40. Remove the drain pan. 41. Lower the vehicle. 42. Check the power steering fluid. Add fluid and bleed the system. Refer to Checking and Adding Power Steering Fluid procedure in SI. Owner Letter Owner Letter Dear General Motors Customer: We have learned that your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo, may have a condition in which the power steering cooler line may leak or split. If this were to occur, you would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in the power steering assist. If enough fluid were lost, damage to the power steering pump could occur. Your satisfaction with your 2005 or 2006 model year Pontiac Grand Prix or 2006 model year Chevrolet Impala or Monte Carlo is very important to us, so we are announcing a program to prevent this condition. What We Will Do: Your GM dealer will replace the power steering cooler line on your vehicle. This service will be performed for you at no charge until February 28, 2013. Page 2103 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 1684 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6056 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1275 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 148 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 4775 Page 2292 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 1407 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 2191 Arrows and Symbols ARROWS AND SYMBOLS Page 3583 Fuse Block - Underhood - Top View Page 4513 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 10487 Page 8285 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 4610 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 749 Page 3020 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS DIAGNOSTIC FAULT INFORMATION Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle CIRCUIT/SYSTEM DESCRIPTION The control module enables the fuel pump relay when the ignition switch is turned ON. The control module will disable the fuel pump relay within 2 seconds unless the control module detects ignition reference pulses. The control module continues to enable the fuel pump relay as long as ignition reference pulses are detected. The control module disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions. The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter, contained in the fuel sender assembly, and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. CIRCUIT/SYSTEM VERIFICATION IMPORTANT: Inspect the fuel system for damage or external leaks before proceeding. - Verify that adequate fuel is in the fuel tank before proceeding. 1. Turn ON the ignition, with the engine OFF. 2. Command the fuel pump relay ON with a scan tool. - If the fuel pump does not operate, refer to Fuel Pump Electrical Circuit Diagnosis. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 3. Turn OFF the ignition. 4. Turn OFF all accessories. 5. Install a J 34730-1A. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. IMPORTANT: The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. - DO NOT start the engine. 8. Observe the J 34730-1A with the fuel pump commanded ON. The fuel pressure should be 345-414 kPa (50-60 psi). - If the fuel pressure is less than 345 kPa (50 psi), inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. - If the fuel pressure is more than 414 kPa (60 psi), replace the fuel sender assembly. 9. Monitor the J 34730-1A for 1 minute. The fuel pressure should not decrease more than 34 kPa (5 psi). - If the fuel pressure decreases more than 34 kPa (5 psi), continue with Circuit/System Testing. IMPORTANT: The fuel pressure may vary slightly when the fuel pump stops operating. After the fuel pump stops operating, the fuel pressure should stabilize and remain constant. 10. Relieve the fuel pressure to 69 kPa (10 psi). 11. Monitor the J 34730-1A for 5 minutes. The fuel pressure should not decrease more than 14 kPa (2 psi). - If the fuel pressure decreases more than 14 kPa (2 psi), replace the fuel sender assembly. 12. Remove the J 34730-1A. 13. Operate the vehicle within the conditions to reproduce the original symptoms. 14. Monitor the O2 and the Fuel Trim parameters with a scan tool. - If the scan tool parameters indicate a lean condition, inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. Page 8412 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 10799 Transmission Speed Sensor: Service and Repair Input Speed Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the input speed sensor electrical connector. 3. Remove the input speed sensor retaining clip (441). 4. Remove the input speed sensor (440). 5. Inspect the input speed sensor (440) for the following conditions: ^ Damaged or missing magnet ^ Damaged housing ^ Bent or missing electrical terminals ^ Damaged speed sensor clip (441) Installation Procedure 1. Install the input speed sensor (440). 2. Install the input speed sensor retaining clip (441). 3. Connect the input speed sensor electrical connector. 4. Install the case side cover. Page 6258 Page 1246 Page 7911 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 3358 Coolant: Technical Service Bulletins Cooling System - Coolant Recycling Information Bulletin No.: 00-06-02-006D Date: August 15, 2006 INFORMATION Subject: Engine Coolant Recycling and Warranty Information Models: 2007 and Prior GM Passenger Cars and Trucks (Including Saturn) 2007 and Prior HUMMER Vehicles 2005-2007 Saab 9-7X Attention: Please address this bulletin to the Warranty Claims Administrator and the Service Manager. Supercede: This bulletin is being revised to adjust the title and Include Warranty Information. Please discard Corporate Bulletin Number 00-06-02-006C (Section 06 - Engine/Propulsion System). Coolant Reimbursement Policy General Motors supports the use of recycled engine coolant for warranty repairs/service, providing a GM approved engine coolant recycling system is used. Recycled coolant will be reimbursed at the GMSPO dealer price for new coolant plus the appropriate mark-up. When coolant replacement is required during a warranty repair, it is crucial that only the relative amount of engine coolant concentrate be charged, not the total diluted volume. In other words: if you are using two gallons of pre-diluted (50:50) recycled engine coolant to service a vehicle, you may request reimbursement for one gallon of GM Goodwrench engine coolant concentrate at the dealer price plus the appropriate warranty parts handling allowance. Licensed Approved DEX-COOL(R) Providers Important: USE OF NON-APPROVED VIRGIN OR RECYCLED DEX-COOL(R) OR DEVIATIONS IN THE FORM OF ALTERNATE CHEMICALS OR ALTERATION OF EQUIPMENT, WILL VOID THE GM ENDORSEMENT, MAY DEGRADE COOLANT SYSTEM INTEGRITY AND PLACE THE COOLING SYSTEM WARRANTY UNDER JEOPARDY. Shown in Table 1 are the only current licensed and approved providers of DEX-COOL(R). Products that are advertised as "COMPATIBLE" or "RECOMMENDED" for use with DEX-COOL(R) have not been tested or approved by General Motors. Non-approved coolants may degrade the Page 6725 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 3884 service operation. A simple distraction or time constraint that rushes the job may result in personal injury if the greatest of care is not exercised. Make it a habit to double check your work and to always side with caution when installing wheels. Disclaimer Page 11885 For vehicles repaired under warranty, use the table. Disclaimer Page 1911 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 11728 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4612 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 10865 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6842 Page 1624 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 12004 Auxiliary Power Outlet: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 11547 What if I input the VIN incorrectly? If an incorrect VIN is entered into the system (meaning that the system does not recognize the VIN or that the VIN has been entered incorrectly) the system will return an error message. If I am an authorized user for the KeyCode application, can I access the application from home? Yes. What if I suspect key code misuse? Your dealership should communicate the proper procedures for requesting key codes. Any suspicious activity either within the dealership or externally should be reported to Dealer Systems Support at 1-800-265-0573 or GM of Canada Key Code Inquiry Desk at 1-905-644-4892. Whose key codes can I access through the system? At this time the following Canadian vehicle codes are available through the system: Chevrolet, Cadillac, Buick, Pontiac, GMC, HUMMER (H2 and H3 only), Oldsmobile, Saturn, Saab and Isuzu (up to 2002 model year) for a maximum of 17 model years. What should I do if I enter a valid VIN and the system does not produce any key code information? Occasionally, the KeyCode Look Up application may not produce a key code for a valid VIN. This may be the result of new vehicle information not yet available. In addition, older vehicle information may have been sent to an archive status. If you do not receive a key code returned for valid VIN, you should contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. How do I access KeyCodes if the KeyCode Look-up system is down? If the KeyCode Look-up system is temporarily unavailable, you can contact the original selling dealer who may have it on file or contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the customer is dealing with an emergency lock-out situation, you need to have the customer contact Roadside assistance, OnStar if subscribed, or 911. What should I do if the KeyCode from the look-up system does not work on the vehicle? On occasion a dealer may encounter a KeyCode that will not work on the vehicle in question. In cases where the KeyCode won't work you will need to verify with the manufacturer of the cutting equipment that the key has been cut correctly. If the key has been cut correctly you may be able to verify the proper KeyCode was given through the original selling dealer. When unable to verify the KeyCode through the original selling dealer contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. If the key has been cut correctly and the code given does not work, the lock cylinder may have been changed. In these situations following the proper SI document for recoding a key or replacing the lock cylinder may be necessary. How long do I have to keep KeyCode Records? Dealership KeyCode documentation must be retained for two years. Can I get a KeyCode changed in the Look-Up system? Yes, KeyCodes can be changed in the Look-Up system if a lock cylinder has been changed. Contact GM of Canada Key Code Inquiry Desk at 1-905-644-4892. What information do I need before I can provide a driver of a company fleet vehicle Keys or KeyCode information? The dealership should have a copy of the individual's driver's license, proof of employment and registration. If there is any question as to the customer's employment by the fleet company, the dealer should attempt to contact the fleet company for verification. If there is not enough information to determine ownership and employment, this information should not be provided. How do I document a request from an Independent Repair facility for a KeyCode or Key? The independent must provide a copy of their driver's license, proof of employment and signed copy of the repair order for that repair facility. The repair order must include customer's name, address, VIN, city, province and license plate number. Copies of this information must be included in your dealer KeyCode file. Page 7111 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Arming and Disarming Air Bag(s) Arming and Disarming: Service and Repair Arming and Disarming SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. Page 6450 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 10354 4. Remove the automatic shift lock actuator from the pivot point (1), the base of the shift lock control and the vehicle. Installation Procedure Page 9886 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 2402 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Body Controls - Unable To Reprogram Body Control Module Body Control Module: All Technical Service Bulletins Body Controls - Unable To Reprogram Body Control Module INFORMATION Bulletin No.: 09-08-47-001A Date: June 14, 2010 Subject: Unable to Reprogram Body Control Module (BCM), BCM Reprogramming Did Not Complete - Revised Reprogramming Instructions Models: 2006-2010 Buick Lucerne 2006-2010 Cadillac DTS 2007-2010 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2008-2010 Cadillac CTS 2010 Cadillac CTS Wagon 2010 Chevrolet Camaro 2006-2007 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2010 Chevrolet Avalanche, Equinox, Silverado, Suburban, Tahoe 2008-2010 Chevrolet Express 2009-2010 Chevrolet Traverse 2007-2010 GMC Acadia, Sierra, Yukon, Yukon XL, Yukon Denali, Yukon Denali XL 2008-2010 GMC Savana 2010 GMC Terrain 2007-2009 Pontiac Torrent 2008-2009 Pontiac G8 2008-2009 HUMMER H2 2007-2009 Saturn OUTLOOK 2008-2009 Saturn VUE Refer to GMVIS Supercede: This bulletin is being revised to update the models and the model years. Please discard Corporate Bulletin Number 09-08-47-001 (Section 08 - Body and Accessories). Some technicians may experience an unsuccessful body control module (BCM) reprogramming event, when choosing the Reprogram ECU selection on the Service Programming System (SPS). The technician may also notice that when attempting to reprogram the BCM again after this incident has occurred, the BCM may not complete the programming event. This condition may be caused by the following: - A reprogramming event that was interrupted due to a lack of communication between the vehicle and the TIS2WEB terminal. - The vehicle experienced low system voltage during the reprogramming event. Important Do not replace the BCM for this condition. SPS Programming Process Selection Perform this procedure first. 1. If reprogramming has failed during the initial reprogramming event, back out of the SPS application completely. 2. Re-select SPS from the TIS2WEB terminal application. 3. When selecting the Programming Process , choose Replace and Program ECU , even though a new BCM is NOT being installed. 4. Reprogram the BCM using the Service Programming System (SPS) with the latest calibration available on TIS2WEB. Refer to the SPS procedures in SI. When using a multiple diagnostic interface (MDI) for reprogramming, ensure that it is updated with the latest software version. When using a Tech 2(R) for reprogramming, ensure that it is updated with the latest software version. Page 10895 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 3419 Refrigerant: Technical Service Bulletins A/C - Contaminated R134A Refrigerant Bulletin No.: 06-01-39-007 Date: July 25, 2006 INFORMATION Subject: Contaminated R134a Refrigerant Found on Market for Automotive Air-Conditioning Systems Models: 2007 and Prior GM Passenger Cars and Trucks (including Saturn) 2007 and Prior HUMMER H2, H3 2007 and Prior Saab 9-7X Attention: This bulletin should be directed to the Service Manager as well as the Parts Manager. Commercially Available Contaminated R134a Refrigerant Impurities have been found in new commercially available containers of R134a. High levels of contaminates may cause decreased performance, and be detrimental to some air-conditioning components. Accompanying these contaminates has been high levels of moisture. Tip: Excessive moisture may cause system concerns such as orifice tube freeze-up and reduced performance. Industry Reaction: New Industry Purity Standards Due to the potential availability of these lower quality refrigerants, the Society of Automotive Engineers (SAE), and the Air Conditioning and Refrigeration Industry (ARI) are in the process of instituting reliable standards that will be carried on the labels of future R134a refrigerant containers. This identifying symbol will be your assurance of a product that conforms to the minimum standard for OEM Automotive Air-Conditioning use. How Can You Protect Yourself Today? It is recommended to use GM or ACDelco(R) sourced refrigerants for all A/C repair work. These refrigerants meet General Motors own internal standards for quality and purity, insuring that your completed repairs are as good as the way it left the factory. Parts Information The part numbers shown are available through GMSPO or ACDelco(R). The nearest ACDelco(R) distributor in your area can be found by calling 1-800-223-3526 (U.S. Only). Restraints - Passenger Presence System Information Seat Occupant Sensor: Technical Service Bulletins Restraints - Passenger Presence System Information INFORMATION Bulletin No.: 06-08-50-009F Date: December 23, 2010 Subject: Information on Passenger Presence Sensing System (PPS or PSS) Concerns With Custom Upholstery, Accessory Seat Heaters or Other Comfort Enhancing Devices Models: 2011 and Prior GM Passenger Cars and Trucks Equipped with Passenger Presence Sensing System Supercede: This bulletin is being revised to update the model years. Please discard Corporate Bulletin Number 06-08-50-009E (Section 08 - Body and Accessories). Concerns About Safety and Alterations to the Front Passenger Seat Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE THE SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT AS RELEASED BY GM FOR THAT VEHICLE. DO NOT ALTER THE SEAT COVERS OR SEAT-RELATED EQUIPMENT. ANY ALTERATIONS TO SEAT COVERS OR GM ACCESSORIES DEFEATS THE INTENDED DESIGN OF THE SYSTEM. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ALTERATIONS, INCLUDING ANY WARRANTY REPAIRS INCURRED. The front passenger seat in many GM vehicles is equipped with a passenger sensing system that will turn off the right front passenger's frontal airbag under certain conditions, such as when an infant or child seat is present. In some vehicles, the passenger sensing system will also turn off the right front passenger's seat mounted side impact airbag. For the system to function properly, sensors are used in the seat to detect the presence of a properly-seated occupant. The passenger sensing system may not operate properly if the original seat trim is replaced (1) by non-GM covers, upholstery or trim, or (2) by GM covers, upholstery or trim designed for a different vehicle or (3) by GM covers, upholstery or trim that has been altered by a trim shop, or (4) if any object, such as an aftermarket seat heater or a comfort enhancing pad or device is installed under the seat fabric or between the occupant and the seat fabric. Aftermarket Seat Heaters, Custom Upholstery, and Comfort Enhancing Pads or Devices Important ON A GM VEHICLE EQUIPPED WITH A PASSENGER SENSING SYSTEM, USE ONLY SEAT COVERS AND OTHER SEAT-RELATED EQUIPMENT RELEASED AS GM ACCESSORIES FOR THAT VEHICLE. DO NOT USE ANY OTHER TYPE OF SEAT COVERS OR SEAT-RELATED EQUIPMENT, OR GM ACCESSORIES RELEASED FOR OTHER VEHICLE APPLICATIONS. GM WILL NOT BE LIABLE FOR ANY PROBLEMS CAUSED BY USE OF SUCH IMPROPER SEAT ACCESSORIES, INCLUDING ANY WARRANTY REPAIRS MADE NECESSARY BY SUCH USE. Many types of aftermarket accessories are available to customers, upfitting shops, and dealers. Some of these devices sit on top of, or are Velcro(R) strapped to the seat while others such as seat heaters are installed under the seat fabric. Additionally, seat covers made of leather or other materials may have different padding thickness installed that could prevent the Passenger Sensing System from functioning properly. Never alter the vehicle seats. Never add pads or other devices to the seat cushion, as this may interfere with the operation of the Passenger Sensing System and either prevent proper deployment of the passenger airbag or prevent proper suppression of the passenger air bag. Disclaimer Specifications Temperature vs Resistance - Intake Air Temperature (IAT) Sensor Page 9559 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Exhaust Manifold Replacement - Left Exhaust Manifold: Service and Repair Exhaust Manifold Replacement - Left Exhaust Manifold Replacement - Left (RPO's LZE/LZ4/LZ9) Removal Procedure 1. Remove the engine mount strut bracket. 2. Remove the exhaust manifold heat shield bolts. 3. Remove the exhaust manifold heat shield. 4. Remove the exhaust crossover pipe heat shield bolts. 5. Remove the exhaust crossover pipe heat shield. Page 472 RELEARN REMOTE KEY The Driver Information Center (DIC) display allows you to match the remote keyless entry transmitter to your vehicle. To match a remote keyless entry transmitter to your vehicle do the following: 1. Press the vehicle information button until RELEARN REMOTE KEY displays. 2. Press the set/reset button. 3. Press and hold the lock and unlock buttons on the first transmitter at the same time for approximately 15 seconds. On vehicles with memory recall seats, the first transmitter learned will match driver 1 and the second will match driver 2. 4. To match additional transmitters at this time, repeat step 3 with each new transmitter. Each vehicle can have a maximum of eight transmitters matched to it. 5. To exit the programming mode, you must cycle the key to the OFF/LOCK position. Disclaimer Service Procedure Important: Technicians may experience low performance using the TIS2 web application when reprogramming the vehicle to correct the condition. Technicans may notice the lower application performance from mid-morning until late afternoon. To assist in improving performance and reduce programming time, it is recommended to complete the bulletin procedure on customer vehicles first. Vehicles in inventory should be programmed during off peak hours if low performance is experienced. Important: This bulletin contains two reprogramming procedures, 1) reprogramming of the BCM, and 2) reprogramming of the RCDLR. Not all vehicles require reprogramming of both. ^ The Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon and Yukon XL vehicles require the BCM and RCDLR reprogramming. ^ The Buick Lucerne; Cadillac DTS; Chevrolet Impala, Monte Carlo; Chevrolet Equinox; and Pontiac Torrent require only the RCDLR reprogramming - DO NOT ATTEMPT TO REPROGRAM THE BCM ON THESE VEHICLES. Body Control Module Reprogramming - For Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL ONLY: Important: The calibration numbers required for this service procedure are programmed into control modules via a Techline Tech 2(R) scan tool and the Techline Information System (TIS) terminal with the calibration update. Use TIS 2 Web version 2.0 for 2007 (available on 02/04/07) and on TIS DVD version 2.0/2007 or later, that was mailed to dealers on 02/14/2007. If you cannot access the calibration, call the Techline Customer Support Center. Notice: Before reprogramming, please check the battery condition to prevent a reprogramming error of any of the modules due to battery discharge. Battery voltage must be between 12 and 16 volts during reprogramming. If the vehicle battery is not fully charged, use jumper cables from an additional battery. Be sure to turn off or disable any system that may put a load on the battery, such as automatic headlamps, daytime running lights, interior lights, heating, ventilation, and air conditioning (HVAC) system, radio, engine cooling fan, etc. A programming failure or control module damage may occur if battery voltage guidelines are not observed. The ignition switch must be in the proper position. The Tech 2(R) prompts you to turn ON the ignition, with the engine OFF. DO NOT change the position of the ignition switch during the programming procedure, unless instructed to do so. Page 6942 Page 1805 Air Flow Meter/Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6389 Spark Plug: Service and Repair SPARK PLUG REPLACEMENT REMOVAL PROCEDURE NOTE: Observe the following service precautions: Allow the engine to cool before removing the spark plugs. Attempting to remove spark plugs from a hot engine can cause the spark plugs to seize. This can damage the cylinder head threads. - Clean the spark plug recess area before removing the spark plug. Failure to do so can result in engine damage due to dirt or foreign material entering the cylinder head, or in contamination of the cylinder head threads. Contaminated threads may prevent proper seating of the new spark plug. - Use only the spark plugs specified for use in the vehicle. Do not install spark plugs that are either hotter or colder than those specified for the vehicle. Installing spark plugs of another type can severely damage the engine. 1. Remove the air cleaner outlet duct, if required. 2. Remove the intake manifold cover, if required. 3. Remove the left side spark plug wires from the spark plugs, if required. Page 1066 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 10462 13. Install the automatic transaxle range selector cable retainer. 14. Place the transaxle in the Neutral position. 15. Place the shift control in the Neutral position. 16. Connect each cable section to the following before connecting the two cable sections. ^ Insert the metal end fitting of the shift control cable into the transaxle cable end. ^ Use the molded end fittings to push the metal end fitting of the shift control cable and the transaxle cable end together until the metal post snaps into place. 17. Depress the adjuster clip once. This mobilizes the adjuster housing toward the transaxle end fitting. 18. Line up the end fittings so they slide together until you feel the parts cam together and lock. Page 8747 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 2193 Conversion - English/Metric (Part 1) Page 8446 Fuel Injector: Service and Repair FUEL INJECTOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care in removing the fuel injectors in order to prevent damage to the fuel injector electrical connector pins or the fuel injector nozzles. Do not immerse the fuel injector in any type of cleaner. The fuel injector is an electrical component and may be damaged by this cleaning method. IMPORTANT: If the fuel injectors are found to be leaking, the engine oil may be contaminated with fuel. 1. Remove the fuel rail. 2. Remove the fuel injector retaining clip (1). 3. Remove the fuel injector (3) from the fuel rail. 4. Remove the fuel injector upper O-ring (2). 5. Remove the fuel injector lower O-ring (4). INSTALLATION PROCEDURE 1. The fuel injector assembly (1) is stamped with a part number identification (2). IMPORTANT: Be sure to use the correct part number when ordering replacement fuel injectors. 2. Lubricate the new injector O-rings (2, 4) with clean engine oil. 3. Install the fuel injector upper O-ring (2). 4. Install the fuel injector lower O-ring (4). 5. Install the fuel injector (3) to the fuel rail. 6. Install the fuel injector retaining clip (1). 7. Install the fuel rail. Page 4555 Passenger Car Zoning PASSENGER CAR ZONING Page 2235 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11814 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 12335 Page 8073 Page 6113 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 11972 Disclaimer Page 9800 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 11407 3. Press the locking tab on the end of the park lock cable assembly (1) into the slot in the ignition lock cylinder case. 4. Important: Press the turn signal switch housing firmly against the steering column tilt head in order for the screws from the turn signal and multifunction switch assembly to align. Install the turn signal switch housing. 5. Install the turn signal and multifunction switch assembly only. Page 5187 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 9853 Torque Converter Clutch Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6328 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 12045 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 3265 Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 23. Move the other clip to the front of the cradle and replace with glued isolator (2). Note The hole should be drilled using a 7/32 in drill bit and is located 402mm (15-13/16 in) from the weld and 19mm (3/4 in) from the top of the cradle. The z-bracket should be riveted to the cradle using P/N 10125439 (instruction sheet may show P/N 11516301, but it may not be available). 24. Drill a hole in the cradle through the z-bracket. Note The hole should be drilled using 1/4 in drill bit and is located 40mm (1-9/16 in) from the weld and 16mm (5/8 in) from the top of the cradle. 25. Drill to fit clip in front of cradle (3). 26. Remove the cardboard protector from fin cooler. 27. Install the right side engine mount and bracket to the vehicle. 28. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb ft). 29. Raise the rear of the frame (cradle) using an adjustable jackstand. Page 4456 For vehicles repaired under warranty, use the table. Disclaimer Page 3931 Wheels: Description and Operation Replacement Wheels Description Replace the wheel if any of the following conditions exist: ^ The wheel exhibits excessive runout. ^ The wheel is bent. ^ The wheel is cracked. ^ The wheel is severely rusted. ^ The wheel is severely corroded. Important: Air leaks caused by porosity on aluminum wheels are repairable. ^ The wheel leaks air. Caution: If you are replacing the wheel(s), the wheel stud(s), the wheel nut(s) or the wheel bolt(s), install only new GM original equipment parts. Installation of used parts or non-GM original equipment parts may cause the wheel to loosen, loss of tire air pressure, poor vehicle handling and loss of vehicle control resulting in personal injury. Notice: The use of non-GM original equipment wheels may cause: ^ Damage to the wheel bearing, the wheel fasteners and the wheel ^ Tire damage caused by the modified clearance to the adjacent vehicle components ^ Adverse vehicle steering stability caused by the modified scrub radius ^ Damage to the vehicle caused by the modified ground clearance ^ Speedometer and odometer inaccuracy Replace the wheel, the wheel studs and the wheel/nuts, or the wheel bolts if applicable, if any of the following conditions exist: ^ The wheel has elongated bolt holes. ^ The wheel/nuts, or bolts if applicable, loosen repeatedly. Steel wheel identification is stamped into the wheel near the valve stem. Aluminum wheel identification is cast into the inboard side of the wheel. Steel Wheel Repair Description Notice: Do not heat wheels in an attempt to soften them for straightening or repair damage from striking curbs, etc. Do not weld wheels. The alloy used in these wheels is heat-treated and uncontrolled heating from welding affects the properties of the material. Notice: The use of tubes in tubeless tires is not a recommended repair due to the fact that speed ratings are greatly reduced. You can repair porosity in aluminum wheels. If leaks are found in a steel wheel, replace the wheel with a wheel of original equipment quality. Page 4210 2. Connect the engine oil pressure sensor electrical connector (1). 3. Install the oil pressure sensor heat shield and nut. Tighten the nut to 10 Nm (89 inch lbs.). 4. Lower the vehicle. Page 5905 1. Install the O-ring (11) to the VSS (10). 2. Install the VSS (10). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the VSS bolt (9). Tighten the bolt (9) to 12 Nm (106 inch lbs.). 4. Connect the VSS electrical connector. 5. Install the right front tire and wheel. 6. Lower the vehicle. Page 11585 Page 7470 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 8300 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Testing and Inspection Ignition Cable: Testing and Inspection SPARK PLUG WIRE INSPECTION Spark plug wire integrity is vital for proper engine operation. A thorough inspection will be necessary to accurately identify conditions that may affect engine operation. Refer to the list below for items to be inspected. 1. Inspect for correct routing of the spark plug wires. Improper routing may cause cross-firing. 2. Inspect each wire for any signs of cracks or splits in the wire. 3. Inspect each boot for the following conditions: - Tearing - Piercing - Arcing - Carbon Tracking - Corroded terminal If corrosion, carbon tracking or arcing are indicated on a spark plug wire boot or terminal both the wire and the component connected to the wire should be replaced. Diagram Information and Instructions Shift Solenoid: Diagram Information and Instructions Electrical Symbols Page 2750 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4576 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2403 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 7955 Page 1343 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 10720 4. Notice: Refer to Fastener Notice in Service Precautions. Align the following items: ^ The halfshaft inboard seal (1) ^ The halfshaft bar ^ The swage ring (2) Tighten each bolt of J 41048 180 degrees at a time using a ratchet wrench. Alternate between each bolt until both sides are bottomed. Page 1519 Headliner Components - Top View Page 9125 Ignition Coil: Service and Repair IGNITION COIL(S) REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the manifold absolute pressure (MAP) sensor electrical connector (1). 3. Disconnect the ignition coil electrical connector (6). 4. Disconnect the left side spark plug wires from the ignition coil. Page 2002 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8471 Application Table (Part 1) Page 10946 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2421 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 3508 Page 2301 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 8568 14. Connect the fuel feed line (1) to the fuel rail. 15. Position and install the brake master cylinder. 16. Install the air cleaner outlet duct. 17. Install the fuel fill cap. 18. Connect the negative battery cable. 19. Perform the following steps to inspect for leaks: 1. Turn ON the ignition for 2 seconds. 2. turn OFF the ignition for 10 seconds. 3. Turn ON the ignition. 4. Inspect the system for leaks. 20. Install the intake manifold cover. Page 9678 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 3779 Tire Pressure Sensor: Service and Repair Tire Pressure Sensor Replacement Tire Pressure Sensor Replacement Removal Procedure 1. Raise the vehicle on a suitable support. Refer to Vehicle Lifting. 2. Remove the tire/wheel assembly from the vehicle. 3. Important: Before the tire is removed from the wheel, note the following items to avoid tire pressure sensor damage upon tire dismounting. ^ Place the sensors cap and valve on a dry clean surface after removal; the cap is aluminum and the valve is nickel plated to prevent corrosion and are not to be substituted with a cap or valve made of any other material. ^ When separating the tire bead from the wheel, position the bead breaking fixture 90 degrees from the valve stem. ^ Position the mounting/dismounting head so the tire iron, or pry bar, can be inserted slightly clockwise of the sensor body when prying the tire bead up and over the mounting/dismounting head. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the outside of the wheel rim. ^ Repeat items for inner bead. Remove the tire from the wheel. 4. Important: If any tire sealant is noted upon tire dismounting, remove all residual liquid sealant from the inside of the tire and wheel surfaces. Remove the tire pressure sensor nut. 5. Remove the tire pressure sensor. Installation Procedure 1. Clean any dirt or debris from the grommet sealing area. 2. Insert the sensor in the wheel hole with the air passage facing away from the wheel. 3. Notice: Refer to Component Fastener Tightening Notice in Service Precautions. Install the sensor nut and position the sensor body parallel to the inside wheel surface while tightening. Page 3420 Disclaimer Power Steering Cooler Pipe/Hose Replacement Power Steering Line/Hose: Service and Repair Power Steering Cooler Pipe/Hose Replacement Power Steering Cooler Pipe/Hose Replacement Specifications Compression Check: Specifications No cylinder reading should be less than ................................................................................................................................................... 689 kPa (100 psi). Page 6873 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 9441 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 7734 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2031 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1545 1. Install the hub and bearing assembly (2) to the vehicle. 2. Install the front wheel speed sensor jumper harness electrical connector (1). 3. Install the wheel and tire assembly. 4. Lower the vehicle. 5. Turn the ignition switch to the ON position with the engine OFF. 6. Perform the Diagnostic System Check - Vehicle. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle Page 1985 Page 6114 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4718 Page 9967 Page 7346 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 735 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 8652 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6982 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 12785 8. Remove the 2 pivot pins from the steering column support assembly with J 21854-01. 9. Install the tilt knob and tilt the column to the upright position. 10. Remove the upper tilt head assembly with the steering shaft assembly. 11. Important: Mark the race and upper shaft assembly and the lower shaft assembly to ensure proper assembly. Failure to assemble properly will cause the steering wheel to be turned 180 degrees. Remove the steering shaft assembly (2) from the steering column tilt head assembly (1). 12. Tilt the race and upper shaft assembly 90 degrees to the lower shaft assembly and disengage. If necessary, remove and discard the old centering sphere and spring. Page 1266 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Diagrams Battery Current Sensor Page 10129 Installation Procedure 1. Install the J 36850 to the case side cover O-ring (59). 2. Install the O-ring (59) to the case side cover. 3. Install the case side cover gasket (54). 4. Install the case side cover (53), by first installing any 2 of the upper case side cover bolts (56, 58). 5. Notice: Refer to Fastener Notice. Install the case side cover bolts (56, 57, 58). Tighten bolts to 25 Nm (18 ft. lbs.). 6. Install the transaxle mount bracket 7. Install the transaxle mount bracket bolts. Tighten the bolts to 95 Nm (70 ft. lbs.) 8. Install a jackstand under the left frame rail and raise frame while aligning transaxle mount bolts with frame and ball joint with steering knuckle. 9. Install and tighten left side frame-to-body bolts. 10. Install the drive axle to the transaxle. 11. Remove the drain pan from under the transaxle. 12. Install transaxle mount nuts. 13. Install the ball joint nut and cotter pin. Page 6166 Page 2209 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 9288 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 9481 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 4233 22. Connect fuel injector inline connector (1). 23. Connect the fuel feed line to the fuel rail. 24. Install the right valve rocker arm cover. 25. Install the left valve rocker arm cover. 26. Install the upper intake manifold. 27. Connect the negative battery cable. Page 1336 Page 3507 Page 11757 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 11133 Brake Pad: Testing and Inspection Brake Pad Inspection ^ Inspect the disc brake pads at regular intervals, or whenever the tire and wheel assemblies are removed from the vehicle. ^ If replacement is necessary, always replace disc brake pads in axle sets. ^ Inspect both edges of the disc brake pad friction surfaces (3). The highest rate of wear normally occurs at the trailing edge of the disc brake pads. ^ Inspect the thickness of the disc brake pads (3) in order to ensure that they have not worn prematurely. The disc brake pad wear should be approximately even per axle set. ^ Both front and rear disc brake pads have integral, audible wear sensors (1). When the disc brake pad wear reaches the minimum allowable thickness, the wear sensor contacts the disc brake rotor (2). The wear indicator will then produce an audible, high-pitched warning noise during wheel rotation. ^ Replace the disc brake pads when the friction surface (3) is worn to within 0.76 mm (0.030 inch) of the mounting plates. ^ Remove the brake calipers and inspect the friction surfaces of the inner and outer disc brake pads to ensure that they are level. Place the disc brake pad friction surfaces together and measure the gap between the surfaces. If more than 0.13 mm (0.005 inch) gap exists midway between the length of the disc brake pads, replace the disc brake pads. ^ Verify that any disc brake pad shims that may be required are in place and not damaged or excessively corroded. Replace any missing or damaged shims in order to preserve proper disc brake performance. ^ Replace the disc brake pads if any have separated from the mounting plates. ^ Inspect the disc brake pads friction surfaces for cracks, fractures, or damage which may cause noise or otherwise impair disc brake performance. Page 11605 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8953 Page 7160 Description and Operation Canister Vent Valve: Description and Operation EVAP VENT SOLENOID VALVE The EVAP vent solenoid valve controls fresh airflow into the EVAP canister. The valve is normally open. The control module commands the valve ON, closing the valve during some EVAP tests, allowing the system to be tested for leaks. Page 274 Page 11025 Input Speed Sensor Connector, Wiring Harness Side Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Page 2652 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11519 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 2303 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2494 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 1507 Power Seat Switch: Removal and Replacement Knob Replacement - Power Seat Switch - Seat Cushion (Monte Carlo) Knob Replacement - Power Seat Switch - Seat Cushion (Monte Carlo) Seat Switch Replacement - Power (Monte Carlo) Seat Switch Replacement - Power (Monte Carlo) Page 5752 Page 12206 Page 6292 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9203 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7411 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 11255 Brake Fluid Level Sensor/Switch: Diagrams Brake Fluid Level Switch Brake Fluid Level Switch Brake Fluid Level Switch Page 7476 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 5114 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7163 Page 4888 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 7729 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2015 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 10061 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 3072 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. 1. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. Refer to Engine Electrical Component Views. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 1. Firmly install the compression gauge to the spark plug hole. 2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 3. Record the readings on the gauge at each stroke. 4. Disconnect the gauge. 5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 9555 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2600 Page 8263 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 12058 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9899 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 38 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 157 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6752 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 11264 Brake Hose/Line: Service and Repair Brake Hose Replacement - Front Brake Hose Replacement - Front Removal Procedure Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 2. Remove the front tire and wheel assembly. 3. Clean all dirt and foreign material from the brake hoses and brake pipe fitting. 4. Important: Install a rubber cap or plug to the exposed brake pipe fitting end to prevent brake fluid loss and contamination. Use a backup wrench on the hose fitting, disconnect the brake pipe fitting from the brake hose, then cap or plug the brake pipe fitting end. Do not bend the brake pipe or the bracket. 5. Remove the brake hose retaining clip from the hose mounting bracket. 6. Remove the hose from the bracket. 7. Remove the brake hose to caliper bolt (4) from the brake caliper (2). 8. Remove the brake hose (5) from the brake caliper (2). 9. Remove and discard the two copper brake hose gaskets (3). These gaskets may be stuck to the brake caliper and/or the brake hose end. Installation Procedure Page 9072 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 7024 4. Slide the fuel level sensor (1) downward and off of the bucket. INSTALLATION PROCEDURE 1. Slide the fuel level sensor (1) onto the bucket and upward. 2. Slide the fuel level sensor upward until the retainer (1) locks. Specifications Flex Plate: Specifications Flywheel Bolt - Automatic Transmission ................................................................................................................................................. 70 Nm (52 ft. lbs.) Page 1673 Page 8521 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 683 Page 11170 Brake Rotor/Disc: Testing and Inspection Brake Rotor Assembled Lateral Runout Correction Correction Plates Brake Rotor Assembled Lateral Runout (LRO) Correction - Correction Plates Tools Required ^ J39544-KIT Torque-Limiting Socket Set, or equivalent ^ J45101-100Conical Brake Rotor Washers Caution: Refer to Brake Dust Caution in Service Precautions. Important: ^ Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to Brake Rotor Thickness Variation Measurement. See: Brake Rotor Thickness Variation Measurement ^ Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4 800-11 300 km (3,000-7,000 mi). Refer to Brake Rotor Assembled Lateral Runout (LRO) Measurement. See: Brake Rotor Assembled Lateral Runout Measurement 1. Rotate the brake rotor to position the high spot, identified and marked during the brake rotor assembled LRO measurement procedure, to face upward. 2. Remove the J45101-100 and the lug nuts that were installed during the assembled LRO measurement procedure and/or the indexing correction procedure. 3. Inspect the mounting surface of the hub/axle flange and the brake rotor to ensure that there are no foreign particles or debris remaining. 4. Select the correction plate, following the manufacturer's instructions, which has a specification closest to the assembled LRO measurement. For example: If the assembled LRO measurement was 0.076 mm (0.003 inch), the 0.076 mm (0.003 inch) correction plate would be used. If the measurement was 0.127 mm (0.005 inch), the 0.152 mm (0.006 inch) correction plate would be used. 5. Determine the positioning for the correction plate (1) using the high spot mark (3) made during the brake rotor assembled LRO measurement procedure. Page 8669 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9079 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 6812 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 10263 15. When service requires the removal of the bottom oil, inspect the washers on the oil pan bolts. 16. If the washer is inverted, replace the bolt and the washer. 17. Notice: Ensure the oil pan and the case flanges are dry and are free of any oil film or leakage may result. Use solvent to clean the case. 18. Air dry the case. 19. Use solvent to clean the oil pan gasket surfaces. 20. Air dry the oil pan gasket surfaces. 21. Remove all traces of the old gasket material. Installation Procedure Specifications Ball Joint: Specifications Ball Joint Wear Limit ............................................................................................................................ .................................................................. 3.18 mm (0.125 in) Page 2828 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 1213 Engine Control Module: Description and Operation Electronic Ignition (EI) System ENGINE CONTROL MODULE (ECM) The engine control module (ECM) controls all ignition system functions, and constantly corrects the basic spark timing. The ECM monitors information from various sensor inputs that include the following: - The throttle actuator control (TAC) system - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 6131 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 5063 Body Control Module: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6418 Page 2532 Conversion - English/Metric (Part 1) Page 11139 4. Notice: Use care to avoid damaging pin boot when rotating caliper. Swing the caliper (3) upward in position around the pads. 5. Lubricate the bolt and the bolt boot. Use silicone grease. 6. Notice: Refer to Fastener Notice in Service Precautions. Install the upper caliper bolt (2). Tighten the caliper bolt to 44 Nm (32 ft. lbs.). 7. Remove the wheel lug nut retaining the rotor to the hub. 8. Install the rear tire and the wheel assembly. 9. Lower the vehicle. 10. With the engine OFF, gradually apply the brake pedal to approximately 2/3 of its travel distance. 11. Slowly release the brake pedal. 12. Wait 15 seconds, then repeat steps 10 and 11 until a firm brake pedal is obtained. This will properly seat the brake caliper pistons and brake pads. 13. Fill the brake master cylinder reservoir to the proper level. Refer to Master Cylinder Reservoir Filling. 14. Burnish the pads and rotors. Refer to Burnishing Pads and Rotors. Locations Transmission Mode Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 3376 Step 13 - Step 15 Page 753 Page 3375 Fluid - A/T: Testing and Inspection Transmission Fluid Checking Procedure Step 1 - Step 12 Page 6683 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 9436 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 5763 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 8820 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 2093 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 15 Passenger Car Zoning PASSENGER CAR ZONING Page 814 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 12423 2. Turn the adjusting nut to change the toe angle. 3. Adjust the toe to the proper setting. Refer to Wheel Alignment Specifications. 4. Notice: Refer to Fastener Notice. Tighten the jam nuts on the rear wheel spindle rod. rear. Tighten the rear wheel spindle rod end jam nuts to 70 Nm (52 ft. lbs.). Page 8708 Page 3935 Wheels: Service and Repair Aluminum Wheel Porosity Repair Aluminum Wheel Porosity Repair 1. Remove the tire and wheel. 2. Inflate the tire to the manufactures specified pressure as stated on the tire. 3. Submerge the tire/wheel into a water bath in order to locate the leak. 4. Inscribe a mark on the wheel in order to indicate the leak areas. 5. Inscribe a mark on the tire at the valve stem in order to Indicate the orientation of the tire to the wheel. 6. Remove the tire from the wheel. Important: Do not damage the exterior surface of the wheel. 7. Use number 80 grit sandpaper to scuff the inside of the rim surface at the leak area. 8. Use general purpose cleaner such as EMS, P/N 08984 or equivalent, to clean the leak area. 9. Apply 3 mm (0.12 in.) thick layer of adhesive/sealant, GM P/N 12378478 (Canadian P/N 88900041) or equivalent, to the leak area. 10. Allow for the adhesive/sealant to dry. 11. Align the inscribed mark on the tire with the valve stem on the wheel. 12. Install the tire to the wheel. 13. Inflate the tire to the manufactures specified pressure as stated on the tire. 14. Submerge the tire/wheel into a water bath in order ensure the leak is sealed. 15. Balance the tire and wheel. 16. Install the tire and wheel. 17. Lower the vehicle. Page 3788 Driver Door (Sedan) Impact Sensor: Locations Driver Door (Sedan) 1. Door Frame 2. Outside Rearview Mirror - Driver 3. Door Lock Switch - Driver 4. Window Switch Driver 5. Outside Rearview Mirror Switch 6. Window Motor - Driver 7. Inflatable Restraint Side Impact Sensor (SIS) Left (AY1) 8. Door Lock - Driver Page 382 Method 3 The Gen 6.1 version of OnStar(R) does not require the use of the Service Programming System (SPS) to change the voice recognition system. However, there are three ways to change the language. Disclaimer Page 3680 Fuse Block - I/P C1 (Part 1) Page 10128 10. Remove the left front fender liner. 11. Remove the wheel speed sensor harness from 4 retainers on the lower control arm. 12. Remove the transmission mount-to-frame nuts. 13. Remove both stabilizer links and reposition stabilizer to access steering gear- to-frame bolts. 14. Remove steering gear-to-frame bolts and support steering gear. 15. Remove the front splash shield. 16. Remove the positive battery cable center retainer at front frame rail. 17. Remove the left side ball joint and support the left frame rail with a jack stand. 18. Remove ONLY the left two frame-to-body bolts. DO NOT LOOSEN right side frame-to-body bolts. 19. Lower frame with a jackstand and remove jackstand. 20. Position the drain pan under the transaxle. 21. Remove the left drive axle from the transaxle. 22. Secure the drive axle to the strut assembly. 23. Lower the vehicle. 24. Using the engine support fixture lower the engine assembly to access the transaxle case side cover. 25. Raise the vehicle. 26. Remove the transaxle mount bracket bolts and the bracket from the transaxle. 27. Remove the remaining case side cover bolts (56, 57, 58). 28. Remove the case side cover (53). 29. Remove the case side cover gasket (54). 30. Remove the case side cover O-ring (59). 31. Clean the side cover gasket mating surfaces. Page 12973 4. Press the set/reset button to allow the system to learn the tire positions. The horn will sound twice to indicate the receiver is ready, and the "TIRE LEARNING ACTIVE" message will display. The TPMS system is ready for the sensor matching process to begin. 5. Start with the driver's side front tire. 6. Remove the valve cap from the tire's valve stem. Activate the TPMS sensor by increasing or decreasing the tire's air pressure for five seconds, or until a horn chirp sounds. The horn chirp, which may take up to 30 seconds to sound, confirms that the sensor identification code has been matched to the tire/wheel position. To decrease the tire's air-pressure use the pointed end of the valve cap, a pencil-style air pressure gage, or a key. 7. Proceed to the passenger's side front tire, and repeat the procedure in Step 6. 8. Proceed to the passenger's side rear tire, and repeat the procedure in Step 6. 9. Proceed to the driver's side rear tire, and repeat the procedure in Step 6. 10. After hearing the confirming horn chirp for the driver's side rear tire, the tire learning process ends. Turn the ignition switch to OFF. 11. Set all four tires to the recommended air pressure level as indicated on the tire and loading information label. 12. Put the valve caps back on the valve stems. Page 154 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7331 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 3238 Page 6175 Page 7115 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 11525 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 136 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 733 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 10888 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 10860 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 2417 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 4790 Page 8608 Page 10672 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 6576 Steering - Steering Column Clunking When Turning Steering Shaft: Customer Interest Steering - Steering Column Clunking When Turning TECHNICAL Bulletin No.: 01-02-32-001P Date: November 25, 2009 Subject: Clunk Felt/Noise Heard From Steering Column, Steering Gear and/or Front Of Vehicle During Turning Maneuver and/or Steering Wheel Rotation (Replace Intermediate Shaft As Directed) Models: 2001-2004 Buick Regal 2005-2008 Buick Allure (Canada Only), LaCrosse 2000-2008 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to add the 2008 Buick LaCrosse/Allure. Please discard Corporate Bulletin Number 01-02-32-001O (Section 02 - Steering). Condition Some customers may comment on a clunk type noise coming from the front of the vehicle while driving during a turning maneuver. This condition may also be felt through the steering wheel when the vehicle is stationary and the wheel is rotated from steering stop to steering stop. Some vehicles may only exhibit the noise once for every 360° of wheel rotation. On all other vehicles, this clunk noise will be noticed during low speed acceleration or deceleration, typically in light turns of the steering wheel or when applying/releasing the brakes. Cause This condition may be caused by a "slip stick" condition of the steering intermediate shaft resulting in the clunk noise or feel through the steering wheel. Diagnostic Tip Important This condition is commonly misdiagnosed as originating in the steering gear and has resulted in the replacement of numerous steering gears without correcting the concern. Attempt to duplicate the customer's concern and isolate the I-shaft by following the procedure below: 1. Locate a large area (parking lot) where the vehicle can be turned in a tight circle. 2. Turn the steering wheel to the right and/or left all the way to the steering lock, then off the steering lock a 1/4 turn. 3. Drive the vehicle approximately 5 km/h (3 mph) in a circle, preferably over rough pavement or seams on the road surface. 4. Drive the vehicle straight ahead at idle speed while applying and releasing the brake pedal. Listen/feel the steering wheel for the clunk/noise condition. 5. If a clunk is felt in the steering wheel, the MOST likely cause is the I-shaft - not the steering gear. Continue with the correction. Page 8895 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 7686 Page 1843 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Crankshaft Position Sensor Replacement Crankshaft Position Sensor: Service and Repair Crankshaft Position Sensor Replacement CRANKSHAFT POSITION (CKP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the crankshaft position (CKP) sensor electrical connector (4). 3. Remove the CKP sensor stud. 4. Remove the CKP sensor. INSTALLATION PROCEDURE Page 12258 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6892 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 13156 Wheel Bearing: Service and Repair Front Suspension Wheel Bearing/Hub Replacement - Front ^ Tools Required J 42129 Wheel Hub Remover Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Disconnect the wheel speed sensor electrical connector (2), if equipped. 4. Remove the wheel speed sensor electrical connector from the bracket, if equipped. 5. Remove the front wheel drive shaft nut (2). Insert a drift or flat bladed tool (1) into the caliper and rotor to prevent from turning. 6. Remove the brake rotor. Page 141 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 12022 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 76 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 7356 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 4871 Page 2475 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1830 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3557 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 8271 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 7320 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 8626 Arrows and Symbols ARROWS AND SYMBOLS Page 5168 Page 5946 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 12740 9. Remove the left/driver outer trim cover from the instrument panel (I/P). 10. Remove the connector position assurance (CPA) from the steering wheel module coil connector (1). 11. Disconnect the steering wheel module coil connector (1) from the vehicle harness connector (3). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. Connect the steering wheel module coil connector (1) to the vehicle harness connector (3). 3. Install the CPA to the steering wheel module coil connector (1). 4. Install the left outer trim cover to the I/P. 5. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 6. Replace both fuse center covers. 7. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 8. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures SIR Disabling and Enabling Zone 5 SIR DISABLING AND ENABLING ZONE 5 DISABLING PROCEDURE 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Page 8117 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10404 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 11501 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 9525 Page 11021 Transmission Internal Mode Switch Connector, Wiring Harness Side Page 1991 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 4100 Step 1 - Step 12 Page 2084 Page 1416 Air Bag Control Module: Description and Operation INFLATABLE RESTRAINT SENSING AND DIAGNOSTIC MODULE (SDM) The inflatable restraint sensing and diagnostic module (SDM) is a microprocessor and the control center for the SIR System. This SDM has 2 fused power inputs; one fuse is for the battery voltage and the other fuse is for the ignition voltage. The SDM uses vehicle battery voltage as its main power input. The SDM then uses the vehicles Serial Data Communication line and the ignition voltage logic input for enabling or disabling the SIR deployment loops. The SDM contains internal sensors along with several external sensors, if equipped, mounted at strategic locations on the vehicle. In the event of a collision, the SDM compares the signals from the internal and external sensors to a value stored in memory. When the generated signals exceed the stored value, the SDM will cause current to flow through the appropriate deployment loops to deploy the air bags or seat belt pretensioners. If the force of the impact is not sufficient to warrant inflator module deployment, the SDM may still deploy the seat belt pretensioners. The SDM records the SIR system status when a deployment occurs and turns the AIR BAG indicator located in the instrument panel cluster (IPC) ON. As soon as three distinct deployment commands (representing different events) have been issued to any belt pretensioner, or the SDM commands any front and side air bag to deploy once, the SDM shall be considered to not be reusable. The SDM performs continuous diagnostic monitoring of the SIR system electrical components and circuitry when the ignition is turned ON. If the SDM detects a malfunction, a DTC will be stored and the SDM will command the AIR BAG indicator ON, notifying the driver that a malfunction exist. In the event that ignition positive voltage is lost during a collision, the SDM maintains a 23-volt loop reserve (23 VLR) for deployment of the air bags. It is important when disabling the SIR system for servicing or rescue operations to allow the 23 VLR to dissipate, which could take up to 1 minute. Page 1160 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 1629 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1304 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 9653 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 8466 Fuel Pressure: Testing and Inspection Fuel System Diagnosis FUEL SYSTEM DIAGNOSIS DIAGNOSTIC FAULT INFORMATION Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check Vehicle CIRCUIT/SYSTEM DESCRIPTION The control module enables the fuel pump relay when the ignition switch is turned ON. The control module will disable the fuel pump relay within 2 seconds unless the control module detects ignition reference pulses. The control module continues to enable the fuel pump relay as long as ignition reference pulses are detected. The control module disables the fuel pump relay within 2 seconds if ignition reference pulses cease to be detected and the ignition remains ON. The fuel system is a returnless on-demand design. The fuel pressure regulator is a part of the fuel sender assembly, eliminating the need for a return pipe from the engine. A returnless fuel system reduces the internal temperature of the fuel tank by not returning hot fuel from the engine to the fuel tank. Reducing the internal temperature of the fuel tank results in lower evaporative emissions. The fuel tank stores the fuel supply. An electric turbine style fuel pump attaches to the fuel sender assembly inside the fuel tank. The fuel pump supplies high pressure fuel through the fuel filter, contained in the fuel sender assembly, and the fuel feed pipe to the fuel injection system. The fuel pump provides fuel at a higher rate of flow than is needed by the fuel injection system. The fuel pump also supplies fuel to a venturi pump located on the bottom of the fuel sender assembly. The function of the venturi pump is to fill the fuel sender assembly reservoir. The fuel pressure regulator, a part of the fuel sender assembly, maintains the correct fuel pressure to the fuel injection system. The fuel pump and sender assembly contains a reverse flow check valve. The check valve and the fuel pressure regulator maintain fuel pressure in the fuel feed pipe and the fuel rail in order to prevent long cranking times. CIRCUIT/SYSTEM VERIFICATION IMPORTANT: Inspect the fuel system for damage or external leaks before proceeding. - Verify that adequate fuel is in the fuel tank before proceeding. 1. Turn ON the ignition, with the engine OFF. 2. Command the fuel pump relay ON with a scan tool. - If the fuel pump does not operate, refer to Fuel Pump Electrical Circuit Diagnosis. See: Computers and Control Systems/Testing and Inspection/Component Tests and General Diagnostics 3. Turn OFF the ignition. 4. Turn OFF all accessories. 5. Install a J 34730-1A. 6. Turn ON the ignition, with the engine OFF. 7. Command the fuel pump relay ON with a scan tool. IMPORTANT: The fuel pump relay may need to be commanded ON a few times in order to obtain the highest possible fuel pressure. - DO NOT start the engine. 8. Observe the J 34730-1A with the fuel pump commanded ON. The fuel pressure should be 345-414 kPa (50-60 psi). - If the fuel pressure is less than 345 kPa (50 psi), inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. - If the fuel pressure is more than 414 kPa (60 psi), replace the fuel sender assembly. 9. Monitor the J 34730-1A for 1 minute. The fuel pressure should not decrease more than 34 kPa (5 psi). - If the fuel pressure decreases more than 34 kPa (5 psi), continue with Circuit/System Testing. IMPORTANT: The fuel pressure may vary slightly when the fuel pump stops operating. After the fuel pump stops operating, the fuel pressure should stabilize and remain constant. 10. Relieve the fuel pressure to 69 kPa (10 psi). 11. Monitor the J 34730-1A for 5 minutes. The fuel pressure should not decrease more than 14 kPa (2 psi). - If the fuel pressure decreases more than 14 kPa (2 psi), replace the fuel sender assembly. 12. Remove the J 34730-1A. 13. Operate the vehicle within the conditions to reproduce the original symptoms. 14. Monitor the O2 and the Fuel Trim parameters with a scan tool. - If the scan tool parameters indicate a lean condition, inspect for a restricted fuel feed pipe, poor connections at the harness connectors and ground circuits of the fuel pump, or a faulty fuel sender assembly. Page 11240 Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Remove the rear brake caliper from the vehicle. 2. Caution: Do not place fingers in front of the caliper piston(s) in an attempt to catch or protect it when applying compressed air. The piston(s) can fly out with force and could result in serious bodily injury. Notice: Use clean cloths to pad interior of caliper housing during piston removal. Use just enough air to ease the pistons out of the bores. If the pistons are blown out, even with the padding provided, it may be damaged. Remove the brake caliper piston from the caliper bore by directing low pressure compressed air into the caliper bore through the fluid inlet hole. 3. Remove the retaining ring that secures the dust boot to the caliper housing. 4. Remove the piston dust boot seal (2) from the seal counterbore in the caliper. Discard the boot seal. 5. Using a small wooden or plastic tool, remove the piston seal (4) from the caliper bore. Discard the piston seal. 6. Important: Do not use abrasives to clean the brake caliper piston. Clean the brake caliper piston bore and seal counterbore, and the caliper piston with denatured alcohol, or equivalent. 7. Dry the caliper piston bore and counterbore, and the piston with non-lubricated, filtered air. 8. Inspect the caliper bore for cracks, scoring, pitting, excessive rust, and/or excessive corrosion. 9. If light rust or light corrosion are present in the caliper bore, attempt to remove the imperfection with a fine emery paper. If the imperfection cannot be removed, replace the caliper assembly. 10. If cracks, scoring, pitting, excessive rust, and/or excessive corrosion are present in the caliper bore, replace the caliper assembly. 11. Inspect the caliper piston for cracks, scoring, and/or damage to the chrome plating. Replace the caliper piston if any of these conditions exist. Page 10586 Transmission Mount: Testing and Inspection 4T65-E Transmission Mount Inspection Transmission Mount Inspection 1. Notice: In order to avoid oil pan damage and possible engine failure, insert a block of wood that spans the width of the oil pan bottom between the oil pan and the jack support. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Important: Before replacing any transmission/transaxle mount due to suspected fluid loss, verify that the source of the fluid is the transmission/transaxle mount, not the engine, transmission/transaxle or accessories. Raise the transmission/transaxle in order to remove the weight from the transmission/transaxle mount and create slight tension in the rubber. 3. Observe the transmission/transaxle mount while raising the transmission/transaxle. Replace the transmission/transaxle mount if the transmission/transaxle mount exhibits any of the following conditions: ^ The hard rubber surface is covered with heat check cracks. ^ The rubber is separated from the metal plate of the transmission/transaxle mount. ^ The rubber is split through the center of the transmission/transaxle mount. ^ If the transaxle needs replaced. Refer to Transmission Mount Replacement - Left. 4. If there is movement between the metal plate of the transmission/transaxle mount and its attaching points, lower the transmission/transaxle on the transmission/transaxle mount. Tighten the bolts or nuts attaching the transmission/transaxle mount to the frame or transmission/transaxle mount bracket. Refer to Transmission Mount Replacement Left. 5. Lower the vehicle. A/T - Torque Converter Replacement Information Torque Converter: Technical Service Bulletins A/T - Torque Converter Replacement Information INFORMATION Bulletin No.: 01-07-30-010C Date: May 12, 2008 Subject: Automatic Transmission/Transaxle Torque Converter Replacement Models: 2009 and Prior GM Passenger Cars and Trucks 2009 and Prior HUMMER H2, H3 2009 and Prior Saturn Cars and Light Duty Trucks (Except VTi Equipped Vehicles (RPO M16 and M75) 2009 and Prior Saab 9-7X with ALL Automatic Transmissions and Transaxles Supercede: This bulletin is being revised to add the 2007-2009 model years. Please discard Corporate Bulletin Number 01-07-30-010B (Section 07 - Transmission/Transaxle). The purpose of this bulletin is to help technicians determine when a torque converter should be replaced. Below is a list of general guidelines to follow. The converter should NOT be replaced if the following apply: ^ DTC P0742 - TCC stuck on is set. This code is almost always the result of a controls condition (i.e. stuck TCC solenoid/valve). Experience has shown that this code rarely indicates a mechanical concern within the torque converter. ^ The fluid has an odor or is discolored but no evidence of metal contamination. ^ Fine metal particles (traces of metal flakes/gray color to fluid ) are found in the converter. This is not harmful to the torque converter. ^ The vehicle has been exposed to high mileage. ^ A small amount of wear appears on the hub where the oil pump drive gear mates to the converter (RWD only). A certain amount of such wear is normal for both the hub and oil pump gear. Neither the converter nor the front pump assembly should be replaced. The torque converter should be replaced under any of the following conditions: ^ The vehicle has TCC shudder and/or no TCC apply. First complete all electrical and hydraulic diagnosis and check for proper engine operation. The converter clutch may be damaged. Also the converter bushing and/or internal 0-ring may be damaged. ^ Evidence of damage to the oil pump assembly pump shaft turbine shaft drive sprocket support and bearing or metal chips/debris in the converter. ^ Metal chips/debris are found in the converter or when flushing the cooler and the cooler lines. ^ External leaks in the hub weld area lug weld or closure weld. ^ Converter pilot is broken damaged or fits poorly into the crankshaft. ^ The converter hub is scored or damaged. ^ The transmission oil is contaminated with engine coolant engine oil or water. ^ If excessive end play is found after measuring the converter for proper end play (refer to Service Manual). ^ If metal chips/debris are found in the fluid filter or on the magnet and no internal parts in the unit are worn or damaged. This indicates that the material came from the converter. ^ The converter has an unbalanced condition that results in a vibration that cannot be corrected by following Converter Vibration Procedures. ^ Blue converter or dark circular ring between lugs. This condition will also require a complete cleaning of the cooler and a check for adequate flow Page 13044 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Page 8849 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 13074 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 1613 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6804 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12213 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2633 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9371 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 8400 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1368 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5734 4. Remove the engine oil pressure sensor. Installation Procedure 1. Notice: Refer to Fastener Notice. Install the engine oil pressure sensor. Tighten the sensor to 16 Nm (12 ft. lbs.). Page 2956 Transmission Fluid Temperature Sensor Connector, Wiring Harness Side Front Suspension Wheel Fastener: Service and Repair Front Suspension Wheel Stud Replacement ^ Tools Required J 6627-A Tie Rod Puller Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake caliper and bracket. Hang the caliper and the bracket from the vehicle. DO NOT allow the caliper and the bracket to hang by the brake hose. 4. Remove the brake rotor. 5. Use the J 6627-A in order to extract the stud (1) from the hub (2). Installation Procedure Page 7337 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 13250 Page 5297 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2173 Page 12788 5. Compress the centering sphere and joint preload spring. Rotate the driver 90 degrees in the clockwise direction until the arms lock in place. Page 8009 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Electrical - Aftermarket Fuse Warning Fuse: All Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 5990 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 2942 Fluid Pressure Sensor/Switch: Service and Repair Transmission Fluid Pressure (TFP) Manual Valve Position Switch Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the transaxle wiring harness. 3. Remove the control valve body bolts (375, 379, 381) that mount the fluid pressure manual valve position switch to the control valve body (300). 4. Important: When removing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully remove the fluid pressure manual valve position switch (395). 5. Inspect the fluid pressure manual valve position switch (395) for the following conditions: ^ Damaged electrical connector terminals ^ Damaged seals ^ Damaged switch membranes ^ Debris on the switch membranes Installation Procedure 1. Important: When installing the TFP switch handle the switch carefully, the fluid pressure manual valve position switch is very delicate. Carefully install the fluid pressure manual valve position switch (395). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the control valve body bolts (375, 379, 381) that mount the TFP switch to the control valve body (300). ^ Tighten the control valve body bolt (375) to 12 Nm (106 inch lbs.). ^ Tighten the control valve body bolt (379) to 16 Nm (12 ft. lbs.). ^ Tighten the control valve body bolt (381) to 8 Nm (70 inch lbs.). 3. Connect the transaxle wiring harness. 4. Install the case side cover. Page 6266 Page 637 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12625 Tighten the clamps until the torque cap breaks off of the clamp. 8. Clean the fluid from the underbody of the vehicle. 9. Lower the vehicle. 10. Check the power steering fluid. Add power steering fluid and bleed the system. Refer to Checking and Adding Power Steering fluid in SI. 11. Check the power steering fluid level and bleed the system. Refer to Power Steering System bleeding in SI. V8 Engine Important: The location of the leak (1) is shown above. Fittings on the hose are crimped socket and are not likely to leak. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the vehicle. 3. Remove the power steering cover pipe/hose from the retaining clips on the frame. 4. Disconnect both stabilizer shaft links. Page 9771 Page 450 Vehicle Communication Interface Module (VCIM) C2 Page 1847 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Electrical - Aftermarket Fuse Warning Fuse: All Technical Service Bulletins Electrical - Aftermarket Fuse Warning Bulletin No.: 07-08-45-002 Date: September 05, 2007 ADVANCED SERVICE INFORMATION Subject: Service Alert: Concerns With Aftermarket Fuses in GM Vehicles Models: 2008 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2008 and Prior HUMMER H2, H3 2008 and Prior Saab 9-7X Concerns with Harbor Freight Tools "Storehouse" Branded Blade Type Fuses General Motors has become aware of a fuse recall by Harbor Freight Tools/Storehouse for a variety of aftermarket fuses. In two cases, these fuses have not provided protection for the wiring system of the vehicles they were customer installed in. Upon testing the 15 amp version, it was found that the fuse still would not "open" when shorted directly across the battery terminals. How to Identify These Fuses Packed in a 120 piece set, the fuse has a translucent, hard plastic, blue body with the amperage stamped into the top. There are no white painted numbers on the fuse to indicate amperage. There are no identifying marks on the fuse to tell who is making it. The fuses are known to be distributed by Harbor Freight Tools but there may be other marketers, and packaging of this style of fuse. It would be prudent to replace these fuses if found in a customers vehicle. Likewise, if wiring overheating is found you should check the fuse panel for the presence of this style of fuse. All GM dealers should use genuine GM fuses on the vehicles they service. You should also encourage the use of GM fuses to your customers to assure they are getting the required electrical system protection. GM has no knowledge of any concerns with other aftermarket fuses. If additional information becomes available, this bulletin will be updated. Disclaimer Page 5367 Page 8604 Application Table (Part 2) Location View Location View Page 5086 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6760 Page 12152 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 10471 through the cooler. ^ Converter bearing noise determined by noise from the bell housing area in Drive or Reverse at idle. The noise is gone in Neutral and Park. ^ If silicon from the viscous clutch is found in the lower pan (4T80-E ONLY). Disclaimer Page 9347 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 4344 5. Install the engine harness clip to the engine bracket. 6. Connect the intake manifold tuning valve electrical connector. 7. Install the intake manifold cover. Page 2894 Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Case Replacement Ignition Lock Cylinder Case Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the ignition lock cylinder. 3. Remove the ignition switch. 4. Remove the steering column tilt head components. 5. Remove the turn signal switch housing. 6. Remove the turn signal and multifunction switch assembly only. Page 5765 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 10843 Shift Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Ignition Lock Cylinder Replacement Ignition Switch Lock Cylinder: Service and Repair Ignition Lock Cylinder Replacement Ignition Lock Cylinder Replacement Page 9081 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5239 Engine Control Module: Connector Views Engine Control Module (ECM) C1 (Part 1) Page 11441 15. Connect the battery cable connector to the I/P harness connector. 16. Connect the I/P harness electrical connector (1) to the battery current sensor. 17. Install the ground wire (3) and bolt (2) to the upper tie bar. Tighten the bolt to 10 N.m (89 lb in). 18. Install the positive battery cable terminal (1) to the battery. 19. Tighten the positive battery cable terminal nut. Tighten the bolt to 15 N.m (11 lb ft). 20. Snap closed the positive battery cable terminal cover (7). 21. Connect the negative battery cable. Page 10549 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7202 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 11243 3. Remove the caliper bracket bolts (2). 4. Remove the caliper bracket (1). Installation Procedure 1. Important: To ensure that the proper clamp load will be present when installed. It is imperative that the threads on the caliper bracket bolts, as well as the mounting holes in the knuckle, be cleaned of all debris and inspected before proceeding with installation. Clean and visually inspect threads of the caliper bracket bolts (2) and mounting holes in the knuckle. 2. Apply THREADLOCKER, GM P/N 12345493 (Canadian P/N 10953488), or equivalent to the threads of the brake caliper bracket bolts (2). 3. Notice: Refer to Fastener Notice in Service Precautions. Install the caliper bracket (1) with the bracket bolts (2). Tighten the caliper bracket bolts to 115 Nm (85 ft. lbs.). 4. Install the rear brake pads. 5. Install the caliper. Brake Caliper Replacement - Rear Brake Caliper Replacement - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. Caution: Refer to Brake Fluid Irritant Caution in Service Precautions. Notice: Refer to Brake Fluid Effects on Paint and Electrical Components Notice in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, then no brake fluid needs to be removed from the reservoir before proceeding. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Remove the rear tire and the wheel assembly. 5. Hand tighten 2 wheel lug nuts to retain the rotor to the hub. Page 579 Electronic Brake Control Module: Service and Repair Electronic Brake Control Module Replacement Page 9901 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 11121 4. Important: Position the piston in the bore so that it is straight and level. Install the piston in the brake caliper. 5. Position a piece of wood across the piston to be installed. 6. Applying equal pressure by hand while pushing down, install the piston in the bore. 7. Remove the piece of wood. Page 3801 1. Center the repair unit over the injury as a reference and outline an area larger than the unit so that buffing will not remove the crayon marks. 2. Remove the repair unit. 3. DO NOT overlap previous or multiple repair units. 4. Consult your repair material supplier for proper repair unit selection. Buffing 1. To prevent contamination and preserve the outline, buff within the marked area thoroughly and evenly with a low speed buffing tool using a fine wire brush or gritted rasp. 2. Buff to a smooth velvet surface (RMA #1 or #2 buffed texture). 3. Use caution not to gouge the inner liner or expose casing fabric. 4. Remove any buffing dust with a vacuum cleaner. 5. Consult your repair material supplier for a proper buffing tool. Cementing Apply chemical cement according to the repair material manufacturer's procedures. Repair Unit Application Page 6830 Page 607 Conversion - English/Metric (Part 1) Page 121 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5174 Page 5918 Page 8878 Page 6773 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 4195 12. Disconnect the oil level sensor electrical connector. 13. Remove the engine harness clips from the oil pan and the transaxle brace. 14. Remove the front transaxle brace to engine bolts and the brace. Page 12006 Page 10553 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1282 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 10940 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 8079 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Description and Operation Fuel Pump Pickup Filter: Description and Operation FUEL STRAINER The fuel strainer attaches to the lower end of the fuel sender. The fuel strainer is made of woven plastic. The functions of the fuel strainer are to filter contaminants and to wick fuel. The fuel strainer is self-cleaning and normally requires no maintenance. Fuel stoppage at this point indicates that the fuel tank contains an abnormal amount of sediment or water. Page 8112 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9889 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 8539 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 6560 Page 775 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1124 LF Of The Engine Compartment OnStar(R) - Re-establishing OnStar(R) Communications Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Re-establishing OnStar(R) Communications Bulletin No.: 00-08-46-004C Date: January 17, 2008 INFORMATION Subject: Re-establishing Communications with OnStar(R) Center After Battery Disconnect Models: 2000-2008 GM Passenger Cars and Trucks (Including Saturn and Saab) with Digital OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 00-08-46-004B (Section 08 - Body and Accessories). When servicing any of the above models and a battery cable is disconnected or power to the OnStar(R) Vehicle Communication Interface Module (VCIM) is interrupted for any reason the following procedure must be performed to verify proper Global Positioning System (GPS) function. Never swap OnStar(R) Vehicle Communication Interface Modules (VCIM) from other vehicles. Transfer of OnStar(R) modules from other vehicles should not be done. Each OnStar(R) module has a unique identification number. The VCIM has a specific Station Identification (STID). This identification number is used by the National Cellular Telephone Network and OnStar(R) systems and is stored in General Motors Vehicle History files by VIN. After completing ALL repairs to the vehicle you must perform the following procedure: Move the vehicle into an open area of the service lot. Sit in the vehicle with the engine running and the radio turned on for five minutes. Press the OnStar(R) button in the vehicle. When the OnStar(R) advisor answers ask the advisor to verify the current location of the vehicle. If the vehicle location is different than the location the OnStar(R) advisor gives contact GM Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis of a failed VCIM and, if appropriate, order a replacement part. Replacement parts are usually shipped out within 24 hours, and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part, you will avoid a non-return core charge. Disclaimer Page 12184 Fuse Block - Underhood - Bottom View Page 7719 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8749 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12970 Page 1166 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6396 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. 1. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. Refer to Engine Electrical Component Views. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 1. Firmly install the compression gauge to the spark plug hole. 2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 3. Record the readings on the gauge at each stroke. 4. Disconnect the gauge. 5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Page 8387 Arrows and Symbols ARROWS AND SYMBOLS Page 9086 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 9320 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 103 Page 9474 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 11540 3. Press the locking tab on the end of the park lock cable assembly (1) into the slot in the ignition lock cylinder case. 4. Important: Press the turn signal switch housing firmly against the steering column tilt head in order for the screws from the turn signal and multifunction switch assembly to align. Install the turn signal switch housing. 5. Install the turn signal and multifunction switch assembly only. Page 2229 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5691 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 2729 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 12911 Suspension Strut / Shock Absorber: Service and Repair Strut Assembly Replacement Strut Assembly Replacement Removal Procedure Notice: Care should be taken to avoid chipping or scratching the coating when handling the suspension coil spring. Damage to the coating can cause premature failure. 1. Remove the strut-to-body mount nuts (1). 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the tire and wheel assembly. 4. Remove the stabilizer shaft link from the strut. 5. Remove the bolt (2) from the brake hose bracket (3) and the strut assembly. 6. Scribe the strut to the knuckle. Page 7885 Page 9762 Page 4972 5. Install the exhaust crossover pipe heat shield. 6. Install the exhaust crossover pipe heat shield bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 7. Install the exhaust manifold heat shield. 8. Install the exhaust manifold heat shield bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 9. Install the engine mount strut bracket. Page 12411 Trim Height Specifications Page 7792 Page 4690 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4614 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 8394 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Engine - Oil Leaks From Front Crankshaft Seal Front Crankshaft Seal: Customer Interest Engine - Oil Leaks From Front Crankshaft Seal Bulletin No.: 07-06-01-023 Date: December 05, 2007 TECHNICAL Subject: 60 Degree V6 Engine Oil Leak at Crankshaft Front Oil Seal (Use New Crankshaft Front Oil Seal Installer Tool EN-48869) Models: 1986-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) with 2.8L, 3.1L, 3.4L, 3.5L or 3.9L 60 Degree V6 Engine (VINs D, E, F, J, K, L, M, N, R, S, T, V, W, X, Z, 1, 3, 8, 9, W, R - RPOs LG6, LA1, LNJ, LG8, LL1 or LX9, L82, LL2, LB8, LHO, LG5, LB6, LE2 or LQ1, LH7, LC1, L44, LZ4, LZE, LZ9, LGD, LZ8, LZG) This bulletin does not apply to 2004-2007 Saturn VUE models with 3.5L DOHC V6 Engine (VIN 4 RPO L66) or 2005-2008 Cadillac CTS with 2.8L HFV6 Engine (VIN T - RPO LP1). This bulletin only applies to 60 degree V6 engines. Some of the discontinued 60 degree V6 engine VINs and RPOs may have carried over to other new model year engines and may no longer be a 60 degree V6 engine. So this bulletin may not apply. It is very important to verify that the information shown is correct before using this bulletin. If ALL the information from the vehicle (year, size, VIN Code, RPO) you're working on can be found under the models listed above, then this bulletin applies to that engine. If one or more of the vehicle's information can NOT be found under the models listed above, then this bulletin does NOT apply. Condition Some customers may comment on external oil leakage. Correction Before replacement of the crankshaft front oil seal, be sure the PCV system is operating correctly. Tools Required TOOLS WERE SHIPPED TO YOUR DEALERSHIPS. IF YOU HAVE NOT RECEIVED THEM OR THEY ARE LOST, PLEASE CALL GM SPECIAL SERVICE TOOLS AT 1-800-GM-TOOLS. Page 10492 Passenger Car Zoning PASSENGER CAR ZONING Page 11841 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 7999 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 2845 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6771 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 425 9. Erase the diagnostic trouble codes. 10. Set the date and time, see WIS - 3. Electrical system - Information display (SID) - Technical description. Page 4034 1. Apply sealer GM P/N 12346004 (Canadian P/N 10953480) or equivalent to the threads of the engine coolant heater, if necessary. Notice: Refer to Fastener Notice. 2. Install the engine coolant heater. Tighten the coolant heater to 60 Nm (44 ft. lbs.). 3. Connect the engine coolant heater cord (2) to the engine coolant heater. 4. Lower the vehicle. 5. Fill the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 6. Inspect for leaks. Page 3453 Air Bag(s) Arming and Disarming: Service and Repair Arming and Disarming SIR DISABLING AND ENABLING ZONES IMPORTANT: Refer to SIR Service Precautions before disabling the SIR system. The SIR system has been divided into Disabling and Enabling Zones. When performing service on or near SIR components or SIR wiring, it may be necessary to disable the SIR components in that zone. It may be necessary to disable more than one zone depending on the location of other SIR components and the area being serviced, refer to SIR Zone Identification Views. Refer to the illustration, to identify the specific zone or zones in which service will be performed. After identifying the zone or zones, proceed to the disabling and enabling procedures for that particular zone or zones. SIR Disabling and Enabling Zone 1 SIR DISABLING AND ENABLING ZONE 1 DISABLING PROCEDURE IMPORTANT: Refer to SIR Service Precautions. 1. Turn the steering wheel so that the vehicles wheels are pointing straight ahead. 2. Turn the ignition switch to the OFF position. 3. Remove the key from the ignition switch. Page 2242 Page 8828 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 3300 drops of oil leaking, carefully inspect the power steering hydraulic system. The inspection should be performed while the engine is running and the steering wheel is rotated from lock to lock. If a leak is observed, then repair the source of the leak. If the noise is not the result of low power steering fluid, provide a complete description of when the noise happens and what type of noise it is; i.e. squeal, pop, clunk, tick, continuous rubbing, etc. If it is a pop or clunk noise, make sure you inspect the convoluted boots to determine if the inner tie rod is rubbing the boots. Replace the boot or boots only for this condition. If the noise is a clunk or pop noise and it's not the inner tie rod rubbing the convoluted boots, make sure to inspect the intermediate shaft for the slip stick condition. This should be done prior to replacing any steering gears. If amber/yellow tinted glasses and the "pen light" style of black light are used, the lithium in the grease will show up in greenish/yellow similar to the greenish/yellow dye used by many dealerships to test for leaks. Always use the black light recommended by GM Tools and clear glasses to inspect for dye in fluid leaks. If the source of the leak cannot be found by visual inspection, add dye, P/N 88861206 (in Canada, use P/N 88861259), and inspect the system using Black Light (J 28428-E or J 42220). The number of vehicles that will require a complete inspection using dye will be minimal based on the inspection of numerous steering gears returned for testing where the complaint was fluid leak and no leaks could be reproduced. If a steering gear is replaced because a leak was discovered using the dye test method, make sure the repair order has a description of where the leak was discovered. If the steering gear is replaced for a noise concern, make sure a complete description of the diagnosis appears on the repair order as described in Step 5 above. Steering gears replaced under warranty will continue to be on parts return and regional feedbacks will be processed on any gears which the customer complaint cannot be verified. Over 90% of all steering gears inspected have little or no explanation of the condition, the technician's diagnosis or reason for replacing the gears and/or did not have any indication that dye was used to find a leak. Parts Information Warranty Information Disclaimer Wipers/Washers - Washer Inoperative/Poor Performance Fuse: All Technical Service Bulletins Wipers/Washers - Washer Inoperative/Poor Performance Bulletin No.: 07-08-43-004C Date: November 19, 2007 TECHNICAL Subject: EI07089 - Windshield Washer Inoperative, Poor Performance (Replace WSW Fuse) Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Supercede: This bulletin is being revised to include 2008 Impala. Please discard Corporate Bulletin Number 07-08-43-004B (Section 08 - Body and Accessories). Condition Some customer's may comment that the windshield washer pump operation is intermittent. Correction DO NOT REPLACE THE WINDSHIELD WASHER PUMP. Engineering has determined that windshield washer pump intermittent operation or poor performance conditions may be corrected by replacing the current 10 amp WSW fuse with a 15 amp fuse. The WSW (windshield washer) fuse is located in the UBEC (underhood bussed electrical center). Be sure to update the UBEC fuse label to indicate the use of a 15 amp fuse for the Windshield Washer (WSW). Warranty Information Page 1677 Page 7836 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Wheels - Chrome Wheel Staining/Pitting/Corrosion Wheels: All Technical Service Bulletins Wheels - Chrome Wheel Staining/Pitting/Corrosion INFORMATION Bulletin No.: 00-03-10-002F Date: April 21, 2011 Subject: Chemical Staining, Pitting, Corrosion and/or Spotted Appearance of Chromed Aluminum Wheels Models: 2012 and Prior GM Cars and Trucks Supercede: This bulletin is being revised to update model years, suggest additional restorative products and add additional corrosion information. Please discard Corporate Bulletin Number 00-03-10-002E (Section 03 - Suspension). Important You may give a copy of this bulletin to the customer. What is Chemical Staining of Chrome Wheels? Figure 1 Chemical staining in most cases results from acid based cleaners (refer to Figure 1 for an example). These stains are frequently milky, black, or greenish in appearance. They result from using cleaning solutions that contain acids on chrome wheels. Soap and water is usually sufficient to clean wheels. If the customer insists on using a wheel cleaner they should only use one that specifically states that it is safe for chromed wheels and does not contain anything in the following list. (Dealers should also survey any products they use during prep or normal cleaning of stock units for these chemicals.) - Ammonium Bifluoride (fluoride source for dissolution of chrome) - Hydrofluoric Acid (directly dissolves chrome) - Hydrochloric Acid (directly dissolves chrome) - Sodium Dodecylbenzenesulfonic Acid - Sulfamic Acid - Phosphoric Acid - Hydroxyacetic Acid Notice Many wheel cleaner instructions advise to take care to avoid contact with painted surfaces. Most customers think of painted surfaces as the fenders, quarter panels and other exterior sheet metal. Many vehicles have painted brake calipers. Acidic wheel cleaners may craze, crack, or discolor the paint on the brake calipers. Damage from wheel cleaners is not covered under the vehicle new car warranty. Soap and water applied with a soft brush is usually all that is required to clean the calipers. Whenever any wheel cleaner is used, it must be THOROUGHLY rinsed off of the wheel with clean, clear water. Special care must be taken to rinse under the hub cap, balance weights, wheel nuts, lug nut caps, between the wheel cladding and off the back side of the wheel. Wheels returned to the Warranty Parts Center (WPC) that exhibit damage from wheel cleaners most often have the damage around and under the wheel weight where the cleaner was incompletely flushed away. Notice Electrical - Intermittent MIL/DTC P2138/Reduced Power Multiple Junction Connector: Customer Interest Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Page 882 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 9138 Page 8628 Conversion - English/Metric (Part 1) Coolant Heater Replacement Engine Block Heater: Service and Repair Coolant Heater Replacement Coolant Heater Replacement (RPO's LZE/LZ4/LZ9) Removal Procedure 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Disconnect the engine coolant heater cord (2) from the engine coolant heater. 3. Remove the engine coolant heater. 4. Clean the engine coolant heater opening. Installation Procedure Page 379 Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 10956 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 11228 5. Position a piece of wood across the piston to be installed. 6. Applying equal pressure by hand while pushing down, install the piston in the bore. 7. Remove the piece of wood. 8. Using the J8092 (1) and the J45863 (2), install the piston dust seal in the brake caliper. Page 1251 Conversion - English/Metric (Part 1) Page 10395 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 9919 Torque Converter Clutch Pulse Width Modulated Solenoid Valve Connector, Wiring Harness Side Page 211 switch lighting connector. 3.3. Undo the floor console's retaining bolts (C). 3.4. Take out the rear ashtray/cover (D). 3.5. Remove the screw (E) for the rear cover. 3.6. Remove the floor console's retaining nuts (E). 3.7. Detach the floor console (G) by pulling it straight back and lifting it slightly. 3.8. If required, detach the switch for the rear seat heater and unplug the connector. 4. Remove the switch and the floor console: 4.1. Detach the window lift module (A) by loosening it in the front edge (snap fastener). Unplug the window lift module's connector. 4.2. Detach the switch for the roof lighting (B) and unplug its connector. Lift away the floor console. 5. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: 5.1. Unplug the SRS control module's connector (A). Page 7212 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2206 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6324 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1025 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 10731 13. Push the CV joint (2) onto the halfshaft bar (1) until the retaining ring is seated in the groove on the halfshaft bar. 14. Important: The outboard seal (1) must not be dimpled, stretched or out of shape in any way. If the outboard seal (1) is not shaped correctly, equalize the pressure in the outboard seal (1) and shape the seal properly by hand. Slide large diameter of the outboard seal (1) with the large seal retaining clamp (2) in place over the outside of the CV joint outer race (3) and locate the seal lip in the groove on the CV joint outer race. Page 11751 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 5714 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7829 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 6598 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 9893 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5561 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 12172 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 12202 Fuse Block: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2781 1. Door Lock Switch - Passenger 2. Door Frame 3. Outside Rearview Mirror - Passenger 4. Door Lock Actuator - Passenger 5. Inflatable Restraint Side Impact Sensor (SIS) Right (AJ7) 6. Window Motor - Front Passenger 7. Speaker - RF Door 8. Window Switch - Passenger LF of the Engine Compartment Page 8530 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Tire Monitor System - TPM Sensor Information Tire Pressure Monitor Receiver / Transponder: Technical Service Bulletins Tire Monitor System TPM Sensor Information INFORMATION Bulletin No.: 08-03-16-003 Date: May 12, 2008 Subject: Warranty Reduction - Transfer of Tire Pressure Monitoring (TPM) Sensors to Replacement Wheels and Allowable TPM Sensor Replacements Models: 2000-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7x with On-Wheel TPM Sensors TPM Sensor / Wheel Warranty Reviews During the last warranty review period it was noted that wheels being returned under the GM New Vehicle Warranty were being shipped back to General Motors with the TPM sensor still attached to the wheel. Return rates ran as high as 60% with the TPM sensors still attached. Operational TPM sensors should not be returned to GM and are to be transferred to replacement wheels if they become necessary. Important: Operational TPM Sensors that are returned under warranty to General Motors will be charged back to the dealer.Sensors have a 10 year /150,000 mile (240,000 km) battery life, and should be transferred if one or more wheels are replaced. TPM Valve Stem / Grommet (0-ring) Replacement When the TPM sensors are transferred to new wheels you should replace the component used to seal the TPM sensor stem to the wheel. On sensors with an aluminum stem and visible nut on the outside of the wheel a replacement grommet (0-ring) should be used to assure a proper seal. The sensor retaining nut (except Aveo) should be tightened to 7 N.m (62 lb in) for all vehicles except Pontiac Vibe (4.0 N.m (35.4 lb in)). Important: ^ DO NOT overtorque the retaining nut. Notice: ^ Factory installed TPM Sensors come with plastic aluminum or nickel-plated brass stem caps. These caps should not be changed. Chrome plated steel caps may cause corrosion of aluminum valve stems due to incompatibility of the metals. On current style sensors the entire rubber stem is replaceable. The service interval on the revised TPM sensor with replaceable stem is the same as for any other traditional valve stem. Replace the stem at the time of tire replacement sensor transfer or whenever air seepage is suspected at the valve stem. When replacing the valve stem tighten the screw to 1.3 N.m (11.5 lb in). For either style of TPM sensor see the service parts guide for the correct GM part numbers to order and use. Disclaimer Page 396 Page 8909 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5251 Engine Control Module: Service and Repair ENGINE CONTROL MODULE (ECM) REPLACEMENT Service of the engine control module (ECM) should normally consist of either replacement of the ECM or electrically erasable programmable read only memory (EEPROM) programming. If the diagnostic procedures call for ECM replacement, inspect the ECM first to see if the replacement is the correct part. If the ECM is faulty, remove the ECM and install the new service ECM. The new service ECM will not be programmed. You must program the new ECM. DTC P0602 indicates the EEPROM is not programmed or has malfunctioned. NOTE: - In order to prevent any possible electrostatic discharge damage to the ECM, do not touch the connector pins or the soldered components on the circuit board. - Always turn the ignition off when installing or removing the ECM connectors in order to prevent damage to the components. Removal Procedure IMPORTANT: It is necessary to record the remaining engine oil life. If the replacement module is not programed with the remaining engine oil life, the engine oil life will default to 100 percent. If the replacement module is not programmed with the remaining engine oil life, the engine oil will need to be changed at 5,000 km (3,000 mi) from the last engine oil change. 1. Using a scan tool, retrieve the percentage of remaining engine oil. Record the remaining engine oil life, if required. 2. Disconnect the negative battery cable. 3. Remove the left front inner fender brace. 4. Remove the air cleaner assembly. 5. Disconnect the ECM electrical connectors (2). Page 5104 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 6268 Page 4637 Page 9338 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9791 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6006 Passenger Car Zoning PASSENGER CAR ZONING Page 3944 2. Install the wheel bearing/hub and park brake assembly to the knuckle. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the wheel bearing/hub-to-knuckle bolts. Tighten the bolts to 75 Nm (55 ft. lbs.). 4. Install the park brake cable to the park brake actuator. Rear Wheel Speed Sensors 5. Install the ABS electrical connector to the wheel speed sensor (1), if equipped. 6. Install the brake rotor. 7. Install the tires and wheels. 8. Lower the vehicle. Page 12729 6. Connect the seat belt retractor pretensioner - LF connector (2) to vehicle harness connector (1). 7. Install the CPA (3) to the seat belt retractor pretensioner - LF connector (2). 8. Install the lower center pillar trim. 9. Install both Air Bag Fuses, one in the underhood fuse center and one in the interior fuse center. 10. Replace both fuse center covers. 11. Use caution while reaching in and turn the ignition switch to the ON position.The AIR BAG indicator will flash then turn OFF. 12. Perform the Diagnostic System Check - Vehicle if the AIR BAG warning indicator does not operate as described. Refer to Diagnostic System Check - Vehicle. See: Powertrain Management/Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures Page 7156 Page 3009 1. Raise the vehicle and provide suitable support. Refer to Vehicle Lifting. 2. Remove the tire and wheel assemblies. 3. Remove the strut from the vehicle. 4. Place the strut in a vise and file the upper strut-to-knuckle hole lateral - oblong. Compare the appearance of the holes before filing (2) with after filing (3). Installation Procedure 1. Notice: Refer to Fastener Notice. Install the strut to the vehicle. Tighten the strut-to-knuckle bolts as far as to allow movement of the knuckle. 2. Install the tire and wheel assemblies. 3. Adjust the camber (1). Tighten the strut-to-knuckle bolts to 120 Nm (89 ft. lbs.). 4. Lower the vehicle. Rear Toe Adjustment Page 4952 Water Pump: Service and Repair Water Pump Replacement (RPO's LZE/LZ4/LZ9) Removal Procedure 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Loosen the water pump pulley bolts. 3. Remove the drive belt. 4. Remove the water pump pulley bolts and pulley. 5. Remove the water pump bolts. 6. Remove the water pump and gasket. 7. Clean the water pump mating surfaces. Page 6391 1. Gap the NEW spark plugs. Refer to Ignition System Specifications. NOTE: Refer to Fastener Notice. 2. Install the spark plugs. Tighten the plugs to 15 N.m (11 lb ft). 3. Install the right side spark plug wires to the spark plugs, if required. Page 5521 Page 8913 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Transmission Fluid Cooler Hose/Pipe Replacement Fluid Line/Hose: Service and Repair Transmission Fluid Cooler Hose/Pipe Replacement Transmission Fluid Cooler Hose/Pipe Replacement Removal Procedure 1. Disconnect the transaxle oil cooler (TOC) outlet hose from top side of the radiator. 2. Raise and support the vehicle. Refer to Vehicle Lifting. 3. Remove the TOC hose retainer bolt. 4. Position a drain pan below the oil cooler hoses. 5. Disconnect the TOC outlet hose from the transaxle. 6. Disconnect the TOC inlet hose from the transaxle. 7. Disconnect the TOC inlet hose from the radiator. 8. Disconnect the TOC hoses from the radiator support retainer. 9. Remove the TOC hoses from the vehicle. Installation Procedure Notice: Allow sufficient clearance around the transaxle oil cooler pipes and around the hoses to prevent damage or wear which may cause fluid loss. Page 4193 Oil Pan: Service and Repair Oil Pan Replacement Tools Required ^ J39505 Torque Wrench Adapter Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the engine mount struts. 3. Install the engine support fixture. 4. Remove the catalytic converter. 5. Remove the oil pan drain plug. 6. Drain the crankcase. 7. Reinstall the oil pan drain plug. Page 2839 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 5931 Page 3308 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Page 5775 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 5832 OnStar(R) - Incorrect GPS Position Reported During Call Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Incorrect GPS Position Reported During Call Bulletin No.: 02-08-46-006C Date: January 08, 2008 INFORMATION Subject: Incorrect OnStar(R) Global Positioning System (GPS) Location Reported During OnStar(R) Call Models: 2000-2008 GM Passenger Cars and Light Duty Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 2005-2008 Saab 9-7X with OnStar(R) Supercede: This bulletin is being revised to add model years. Please discard Corporate Bulletin Number 02-08-46-006B (Section 08 - Body and Accessories). A small number of the above-mentioned vehicles may exhibit a condition in which the vehicle reports an inaccurate location to the OnStar(R) Call Center. This condition can only be identified via a button press to the OnStar(R) Call Center by the customer. Call Center personnel will be able to identify this inaccurate location condition. Customers will then be notified through the mail by OnStar(R) if their vehicle exhibits this condition. Once this condition has been identified OnStar(R) will instruct the customer to return to the dealership to have this condition corrected. It is not necessary to reconfigure the vehicle after the following procedure. In order to correct this condition you must cycle power to the OnStar(R) system. This can be done by either removing the fuses powering the OnStar(R) system or disconnecting the OnStar(R) module (VCIM) from the vehicle. As a last resort you can disconnect the vehicle's battery. The power needs to be removed from the system for approximately 15 minutes. After completing this procedure the vehicle should be taken to an area with an unobstructed view of the sky. The vehicle should be kept running for approximately 10 minutes to allow the vehicle to reacquire the global positioning system (GPS). Then contact the OnStar(R) Call Center via the blue OnStar(R) button and ask the advisor to verify the GPS position. If the OnStar(R) advisor still has an inaccurate GPS location refer to the Navigation Systems and Cellular Communications sub-sections in the Service Manual in order to diagnose and repair the concern. If the normal diagnostics lead to module replacement you will need to contact Technical Assistance (TAC) and choose the OnStar(R) prompt. GM OnStar(R) TAC will assist in the diagnosis and if appropriate order a replacement part. Replacement parts are usually shipped out within 24 hours and a pre-paid return package label will be included for returning the faulty part. By returning the faulty part you will avoid a significant non-return core charge. Warranty Information (excluding Saab US Models) For vehicles repaired under warranty, use the table. Warranty Information (Saab US Models) Page 787 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 2757 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 3549 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 580 Page 2548 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 12007 Page 1201 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 11699 Page 4647 Page 505 Vehicles Involved A list of involved vehicles currently in dealer inventory is attached to the Administrative Message (US) or Dealer Communication (Canada) used to release this bulletin. Customer vehicles that return for service, for any reason, and are still covered under the vehicle's base warranty, and are within the VIN breakpoints provided below, should be checked for vehicle eligibility in the appropriate system listed below. Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. Claim Information Programming Remote Keyless Entry Transmitters Using the Driver Information Center (DIC) All of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at the same time, including the one programmed at the dealership. Those transmitters not programmed at the same time will not function properly. Follow the procedure below for programming. This procedure is also published in the Owner Manual. Page 1979 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 4595 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 11770 Page 6181 Arrows and Symbols ARROWS AND SYMBOLS Page 2321 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8222 Disclaimer Page 920 HVAC Control Module C2 (With RPO Code CJ3) Page 3236 26. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm (35 lb-ft). 27. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb-ft). 28. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb-ft.). Page 3826 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Page 1590 Ambient Temperature Sensor / Switch HVAC: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 2457 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 8086 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 6832 Page 9973 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8806 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 13243 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 604 Page 9547 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 7329 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 4490 Conversion - English/Metric (Part 1) Page 1396 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1065 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 10130 14. Install steering gear-to-frame bolts. 15. Install the positive battery cable center retainer on the front frame rail. 16. reposition stabilizer bar and install both stabilizer links. Refer to Stabilizer Shaft Link Replacement. 17. Install the front splash shield. 18. Install the wheel speed sensor harness to 4 retainers on the lower control arm. 19. Install the left front fender liner. 20. Install the left front wheel. 21. Lower the vehicle. 22. Remove the engine support fixture. 23. Install the top case side cover bolt. Tighten bolts to 25 Nm (18 ft. lbs.). 24. Install the shift cable to the shift lever and transaxle shift cable bracket bolts to shift cable bracket. Tighten bolts to 30 Nm (22 ft. lbs.). 25. Connect the transaxle wiring harness connector, and harness retainer to side cover stud. 26. Install the engine mount struts. Refer to the following: ^ Engine Mount Strut Replacement for the 3.5L engine ^ Engine Mount Strut Replacement for the 3.9L engine ^ Engine Mount Strut Replacement for the 5.3L engine 27. Install the air induction duct. Refer to the following: ^ Air Cleaner Outlet Duct Replacement for the 3.5L engine ^ Air Cleaner Outlet Duct Replacement for the 3.9L engine ^ Air Cleaner Resonator Outlet Duct Replacement for the 5.3L engine 28. Install the engine site shield. Refer to the following: ^ Intake Manifold Cover Replacement for the 3.5L engine ^ Intake Manifold Cover Replacement for the 3.9L engine ^ Engine Sight Shield Replacement for the 5.3L engine 29. Notice: Do not overfill the transmission. Overfilling will result in foaming, loss of fluid, and possible damage to the transmission. Page 11747 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3234 5. Remove the left side engine mount lower nuts from the frame. 6. Remove the left side transmission mount lower nuts from the frame. 7. Remove the right side engine mount lower nuts from the frame. 8. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 9. Support the rear of the frame (cradle) using an adjustable jackstand. 10. Remove the rear frame bolts from frame. Notice: To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 11. Lower the rear frame (cradle) no more than 76 mm (3 in). Page 7165 Page 1941 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Window Switch - Driver Window Switch - Driver Page 5229 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 4393 9. Connect the left side spark plug wires to the ignition coil. 10. Connect the left side spark plug wires to the spark plugs. 11. Install the intake manifold cover. Locations I/P Components Diagram Information and Instructions Engine Control Module: Diagram Information and Instructions Electrical Symbols Page 5452 Page 10626 Disclaimer Page 9090 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 1188 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1145 Page 12909 4. Use a 45 TORX socket in order to hold the strut shaft. Remove the upper strut mount nut by turning with J 42991. 5. Remove the strut from the J 45400. 6. Loosen the compressor forcing screw (1) until the upper strut mount and coil spring (2) may be removed. 7. Remove the upper strut mount and the coil spring from the J 45400. Assembly Procedure Page 4404 1. Gap the NEW spark plugs. Refer to Ignition System Specifications. NOTE: Refer to Fastener Notice. 2. Install the spark plugs. Tighten the plugs to 15 N.m (11 lb ft). 3. Install the right side spark plug wires to the spark plugs, if required. Page 10918 Page 3640 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 11651 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 4569 Conversion - English/Metric (Part 1) Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 8075 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 3535 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 3232 Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through October 31, 2007. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through October 31, 2007, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure V6 Engine Important: The location of the leak (1) is shown above. The power steering cover hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. 5. Slide the new clamps onto the new power steering hose. 6. Install the new power steering hose. 7. Position the power steering hose clamps. Tighten Page 4901 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 6968 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 11234 Brake Caliper Overhaul - Front Brake Caliper Overhaul - Front Tools Required ^ J8092 Universal Driver Handle 3/4 inch-10 ^ J45863 Boot Seal Installer Caution: Refer to Brake Fluid Irritant Caution. Disassembly Procedure Page 4899 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7295 Page 7446 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1297 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 10466 23. Install the automatic transaxle range selector cable to the wiring harness clip or strap. 24. Adjust the automatic transaxle range selector cable. Refer to Automatic Transmission Range Selector Cable Adjustment. 25. Install the air cleaner outlet duct. Refer to the following: ^ Air Cleaner Outlet Duct Replacement for the 3.5L engine ^ Air Cleaner Outlet Duct Replacement for the 3.9L engine ^ Air Cleaner Resonator Outlet Duct Replacement for the 5.3L engine Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: All Technical Service Bulletins Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 3465 10. Remove the lower center pillar trim. 11. Remove the connector position assurance (CPA) (3) from the seat belt retractor pretensioner - RF connector (2). 12. Disconnect the seat belt retractor pretensioner - RF connector (2) from the vehicle harness connector (1). 13. Remove the RF door trim panel (2). 14. Remove the CPA (3) from the SIS - right connector (4). 15. Remove the SIS - right connector (4) from the SIS (2). ENABLING PROCEDURE 1. Remove the key from the ignition switch. 2. To enable the SIS - right, go to step 3. To enable the seat belt retractor pretensioner - RF, go to step 5. Page 11146 Important When using any one of the brake labor operations listed in this bulletin (except for H9709 - Brake Burnish), the following two rotor measurements (1. Original Rotor Thickness, 2. Refinished Rotor Thickness are required and MUST be written/documented on the repair order, or for your convenience, complete the form (GM Brake Service Repair Order Documentation for Required Measurements) shown above and attach it to the repair order. If the Warranty Parts Center generates a request, this Documentation/Form must be attached to the repair order that is sent back. Important Documentation of brake lathe maintenance and calibration as recommended by the lathe manufacturer must be available for review upon request. Repair Order Documentation - Rotor Original And Refinished Thickness - REQUIRED When resurfacing a brake rotor or drum, the ORIGINAL thickness (measured thickness before refinish) and REFINISHED thickness (measured thickness after refinish) MUST be written/documented on the repair order hard copy for each rotor serviced. If a rotor replacement is necessary, only the original thickness measurement needs to be recorded. Repair Order Documentation - Explanation of Part Replacement - REQUIRED If replacement of a brake component is necessary, proper documentation on the repair order is required. See the following examples: ^ Brake rotor replacement - Customer comment was brake pulsation. Rotor was refinished on a prior brake service. After rotor measurement, it was determined that refinishing the rotor again would take it under the Minimum Thickness specification. ^ Brake pad replacement - Customer comment was brake squeak noise. On inspection, found pads contaminated by fluid leak at caliper. Page 9349 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 6945 Page 5381 Locations Fluid Pressure Sensor/Switch: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 8919 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 12841 Ball Joint: Service and Repair Lower Ball Joint Replacement ^ Tools Required J 41820 Ball Joint/Stud Separator Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel. 3. Drill a pilot hole through the rivets. 4. Drill the remainder of the rivets. 5. Use a hammer and a chisel in order to remove the remainder of the rivet heads. 6. Remove the cotter pin from the ball stud. 7. Loosen the ball stud nut. 8. Install the J 41820 over the ball stud and lower control arm. 9. Rotate the ball stud nut counterclockwise in order to separate the ball stud from the steering knuckle. 10. Remove the J 41820. 11. Remove the ball stud nut. 12. Remove the ball stud from the lower control arm. Installation Procedure Page 7171 Conversion - English/Metric (Part 1) Page 7670 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 7642 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 11618 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 10054 Conversion - English/Metric (Part 1) Page 6682 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9679 Page 10928 Page 12819 Replace the inner tie rod boot. Refer to the Rack and Pinion Boot Replacement procedure in SI. Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 4415 Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 7. Inspect for leaks. Page 7210 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 6591 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5852 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 7583 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 6440 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 1844 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 7746 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 12443 2. Install the following onto the steering shaft: 1 The steering wheel position sensor (1) Refer to Steering Wheel Position Sensor Centering. 2 The sensor locator (2) 3 The sensor retainer (3) 4 The steering shaft seal (4) 5 The boot seal (5) 3. Install the steering column into the vehicle. 4. Enable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. Page 4558 Page 8003 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 9375 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10857 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 2176 Page 9322 Restraints - Air Bag Lamp ON/DTC B1019 Instrument Panel Control Module: All Technical Service Bulletins Restraints - Air Bag Lamp ON/DTC B1019 Bulletin No.: 07-09-41-008B Date: February 07, 2008 TECHNICAL Subject: Air Bag Readiness Light On, DTC B1019 Set in Sensing and Diagnostic Module (SDM) (Reprogram Instrument Panel Cluster (IPC)) Models: 2006-2008 Buick Lucerne Built Prior to January 8, 2008 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala Built Prior to November 19, 2007 (VIN Breakpoint 89276078) Supercede: This bulletin is being revised to add the 2008 Buick Lucerne and to provide production implementation dates. Please discard Corporate Bulletin Number 07-09-41-008A (Section 09 Restraints). Condition Some customers may comment on the air bag readiness light being illuminated. A scan tool may reveal DTC B1019 with a symptom code of 3A set as history in the SDM. If the code is set as current, use the appropriate SI instructions for this DTC to troubleshoot this concern. Cause The instrument panel cluster (IPC) has failed to detect the passenger airbag ON/OFF indicator due to a software timing concern and has transmitted this information to the SDM. The IPC can fail to detect this ON/OFF indicator if there is an unbuckled passenger and the vehicle is running because the IPC is checking the status of the indicator at the incorrect timing interval. This DTC can also set more frequently in low voltage operation. Correction A revised IPC calibration has been developed to address this issue. Reprogram the IPC with updated calibration files using the TIS2WEB Service Programming System (SPS) application. As always make sure your Tech 2(R) is updated with the latest software version. Warranty Information Page 4232 replaced, a thread locking chemical must be applied to the fastener threads. Failure to replace the fasteners or apply a thread-locking chemical MAY reduce gasket sealing capability. Notice: Failure to tighten vertical bolts before the diagonal bolts may cause an oil leak. 9. Apply sealer GM P/N 12345382 (Canadian P/N 10953489) or equivalent to the lower intake manifold bolt threads. 10. Install the lower intake manifold bolts. 11. Tighten the lower intake manifold bolts in the sequence shown. A. Tighten the lower intake manifold bolts (1, 2, 3, 4, 5, 8, 6, 7, 8) in sequence to 7 Nm (62 lb in). B. Tighten the center lower intake manifold bolts (1, 2, 3, 4) in sequence to 16 Nm (12 lb ft). C. Tighten the visible corner lower intake manifold bolts (5, 8) to 25 Nm (18 lb ft). D. Tighten the hidden corner lower intake manifold bolts (6, 7) to 25 Nm (18 lb ft). 12. Inspect the fuel rail, fuel injectors, and fuel injector O-rings for damage and replace as necessary. 13. Lubricate the fuel injector O-rings using GM P/N 12345616 (Canadian P/N 993182). 14. Install the injector nozzles into the lower intake manifold injector bores. 15. Install the LOMA then press on the injector rail (3) using the palms of both hands until the injector are fully seated. 16. Install the fuel injector rail bolts. Tighten the bolts to 10 Nm (89 inch lbs.). 17. Connect the CMP sensor electrical connector. 18. Connect the ECT electrical connector (1). 19. Position the fuel injector harness connector bracket to the intake manifold. 20. Install the fuel injector harness connector bracket bolt. Tighten the bolt to 8 Nm (71 inch lbs.). 21. Install two LOMA electrical connector bolts (1) to the lower intake manifold. Tighten the bolts to 10 Nm (89 inch lbs.). Page 6150 Page 6178 Page 1972 Page 5792 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 4815 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 5519 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 124 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 9768 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2620 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 9487 IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. 1. Install and tighten the knock sensor. Tighten the sensor to 25 N.m (18 lb ft). 2. Connect the knock sensor electrical connector (1). 3. Lower the vehicle. Page 7043 Page 710 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 8719 Conversion - English/Metric (Part 1) Page 5339 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 10211 1. Assemble the sun gear thrust bearing (698), the differential carrier sun gear (697), the park gear (696), the internal gear thrust bearing (695) and the sun gear shaft (689) into the differential carrier (700). 2. Install the differential carrier into the case. Page 3330 Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through October 31, 2007. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through October 31, 2007, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure V6 Engine Important: The location of the leak (1) is shown above. The power steering cover hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. 5. Slide the new clamps onto the new power steering hose. 6. Install the new power steering hose. 7. Position the power steering hose clamps. Tighten Page 297 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Page 1798 Page 10831 Shift Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 8267 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 4823 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 5457 Page 5115 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 11626 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7179 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 3088 Step 1 - Step 3 Description and Operation Variable Valve Timing Actuator: Description and Operation CAMSHAFT ACTUATOR SYSTEM DESCRIPTION CAMSHAFT POSITION (CMP) ACTUATOR SYSTEM The camshaft position (CMP) actuator system is used for a variety of engine performance enhancements. These enhancements include lower emission output through exhaust gas recirculation (EGR) control, a wider engine torque range, improved gas millage, and improved engine idle stability. The CMP actuator system accomplishes this by controlling the amount of intake and exhaust valve overlap. CMP ACTUATOR SYSTEM OPERATION The camshaft position (CMP) actuator system is controlled by the control module. The control module sends a pulse width modulated 12-volt signal to a CMP actuator solenoid in order to control the amount of engine oil flow to a Cam Phaser passage. There are 2 different passages for oil to flow through, a passage for cam advance and a passage for cam retard. The Cam Phaser is attached to a camshaft and is hydraulically operated in order to change the angle of the camshaft relative to crankshaft position (CKP). Engine oil pressure (EOP), viscosity, temperature and engine oil level can have an adverse affect on Cam Phaser performance. The control module calculates the optimum cam position through the following inputs: Engine speed - Manifold absolute pressure (MAP) - Throttle position indicated angle - CKP - CMP - Engine load - Barometric (BARO) pressure The Cam Phaser default position is 0 degrees. The control module uses the following inputs before assuming control of the Cam Phaser: Engine coolant temperature (ECT) - Closed loop fuel control - Engine oil temperature (EOT) - EOP - Engine oil level - CMP actuator solenoid circuit state - Ignition 1 signal voltage - BARO pressure CMP ACTUATOR SOLENOID CIRCUIT DIAGNOSTICS The control module monitors the control circuits of the camshaft position (CMP) actuator solenoid for electrical faults. The control module has the ability to determine if a control circuit is open, shorted high, and shorted low. If the control module detects a fault with a CMP actuator solenoid circuit, a DTC will set. CMP ACTUATOR SYSTEM PERFORMANCE DIAGNOSTICS The control module monitors the performance of the camshaft position (CMP) actuator system by monitoring the actual and desired position of the CMP Sensor. If the difference between the actual and desired position is more than a calibrated angle for more than a calibrated amount of time, a DTC will set. Page 2966 Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 2760 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 11629 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 5184 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 5463 Page 2260 Page 12259 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7842 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 6496 Battery Current Sensor: Service and Repair BATTERY CURRENT SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Disconnect the instrument panel (I/P) harness electrical connector (1) from the battery current sensor. 2. Remove the positive and negative battery cable. 3. Cut the tie straps and electrical tape attaching the battery current sensor to the positive battery cable. 4. Squeeze the positive and negative battery cable branches together. 5. Slide the battery current sensor (1) off of the battery cable. IMPORTANT: Note the position of the battery current sensor prior to removal. INSTALLATION PROCEDURE Page 18 Page 5999 Locations Pressure Regulating Solenoid: Locations Automatic Transmission Electronic Component Views Internal Electronic Component Location 10 - Vehicle Speed Sensor (VSS) Assembly 315a - 1-2, 3-4 Shift Solenoid (SS) Valve Assembly 315b - 2-3 Shift Solenoid (SS) Valve Assembly 322 - Pressure Control (PC) Solenoid Valve Assembly 334 - Torque Converter Clutch Pulse Width Modulation (TCC PWM) Solenoid Valve Assembly 391 - Transmission Fluid Temperature (TFT) Sensor 395 - Transmission Fluid Pressure (TFP) Manual Valve Position Switch Assembly 440 - Automatic Transmission Input Shaft Speed (A/T ISS) Sensor Assembly 811 - Lever Assembly-Manual Shaft Detent with Shift Position Switch Internal Mode Switch (IMS) Page 3759 Page 2120 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 1924 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 8405 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 695 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 5061 Passenger Car Zoning PASSENGER CAR ZONING Page 2127 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2087 Page 9066 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 8654 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 8737 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5677 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 3667 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Steering - Noise Diagnostics TSB References Steering Gear Pinion Shaft: Technical Service Bulletins Steering - Noise Diagnostics TSB References INFORMATION Bulletin No.: 06-02-32-009B Date: November 19, 2008 Subject: Overview of Steering System Noises Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only), LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering). The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct service bulletin for several different steering system noise concerns. Many customer concerns with the steering system involve specific symptoms (noises heard). Once the customer concern has been verified, the table above may help identify the correct bulletin to reference. If other symptoms are present, or if diagnosis indicates another cause not found in any of the three service bulletins, refer to SI to diagnose the repair customer concern. Disclaimer Page 13063 onto the subject vehicle. - After match mounting, the tire/wheel assembly must be rebalanced. If match mounting tires to in-spec wheels produces assembly values higher than these, tire replacement may be necessary. Replacing tires at lower values will probably mean good tires are being condemned. Because tires can sometimes become temporarily flat-spotted, which will affect force variation, it is important that the vehicle be driven at least 16 km (10 mi) prior to measuring. Tire pressure must also be adjusted to the usage pressure on the vehicle's tire placard prior to measuring. Most GM vehicles will tolerate radial force variation up to these levels. However, some vehicles are more sensitive, and may require lower levels. Also, there are other tire parameters that equipment such as the Hunter GSP9700 cannot measure that may be a factor. In such cases, TAC should be contacted for further instructions. Important - When mounting a GM wheel to a wheel balancer/force variation machine, always use the wheel's center pilot hole. This is the primary centering mechanism on all GM wheels; the bolt holes are secondary. Usually a back cone method to the machine should be used. For added accuracy and repeatability, a flange plate should be used to clamp the wheel onto the cone and machine. This system is offered by all balancer manufacturers in GM's dealer program. - Any type of service equipment that removes tread rubber by grinding, buffing or truing is NOT recommended, and may void the tire warranty. However, tires may have been ground by the tire company as part of their tire manufacturing process. This is a legitimate procedure. Steering Wheel Shake Worksheet When diagnosing vibration concerns, use the following worksheet in conjunction with the appropriate Vibration Analysis-Road testing procedure in the Vibration Correction sub-section in SI. Page 9774 Page 6637 Body Control Module (BCM) C4 (Part 1) Page 7903 Page 2032 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 10003 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 1831 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 2722 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 3647 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 5689 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 5694 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 693 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 4115 2. Install the engine mount bracket to mount nuts. Tighten the nuts to 50 Nm (37 ft. lbs.). 3. Install the engine mount. Page 3674 Fuse Block - Underhood C3 (Part 1) Page 10418 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 1483 Wheels - Changing Procedures/Precautions Wheels: All Technical Service Bulletins Wheels - Changing Procedures/Precautions INFORMATION Bulletin No.: 06-03-10-010A Date: June 09, 2010 Subject: Information on Proper Wheel Changing Procedures and Cautions Models: 2011 and Prior GM Passenger Cars and Trucks 2010 and Prior HUMMER Models 2005-2009 Saab 9-7X 2005-2009 Saturn Vehicles Attention: Complete wheel changing instructions for each vehicle line can be found under Tire and Wheel Removal and Installation in Service Information (SI). This bulletin is intended to quickly review and reinforce simple but vital procedures to reduce the possibility of achieving low torque during wheel installation. Always refer to SI for wheel lug nut torque specifications and complete jacking instructions for safe wheel changing. Supercede: This bulletin is being revised to include the 2011 model year and update the available special tool list. Please discard Corporate Bulletin Number 06-03-10-010 (Section 03 Suspension). Frequency of Wheel Changes - Marketplace Driven Just a few years ago, the increasing longevity of tires along with greater resistance to punctures had greatly reduced the number of times wheels were removed to basically required tire rotation intervals. Today with the booming business in accessory wheels/special application tires (such as winter tires), consumers are having tire/wheel assemblies removed - replaced - or installed more than ever. With this increased activity, it opens up more of a chance for error on the part of the technician. This bulletin will review a few of the common concerns and mistakes to make yourself aware of. Proper Servicing Starts With the Right Tools The following tools have been made available to assist in proper wheel and tire removal and installation. - J 41013 Rotor Resurfacing Kit (or equivalent) - J 42450-A Wheel Hub Resurfacing Kit (or equivalent) Corroded Surfaces One area of concern is corrosion on the mating surfaces of the wheel to the hub on the vehicle. Excessive corrosion, dirt, rust or debris built up on these surfaces can mimic a properly tightened wheel in the service stall. Once the vehicle is driven, the debris may loosen, grind up or be washed away from water splash. This action may result in clearance at the mating surface of the wheel and an under-torqued condition. Caution Before installing a wheel, remove any buildup on the wheel mounting surface and brake drum or brake disc mounting surface. Installing wheels with poor metal-to-metal contact at the mounting surfaces can cause wheel nuts to loosen. This may cause a wheel to come off when the vehicle is moving, possibly resulting in a loss of control or personal injury. Whenever you remove the tire/wheel assemblies, you must inspect the mating surfaces. If corrosion is found, you should remove the debris with a die grinder equipped with a fine sanding pad, wire brush or cleaning disc. Just remove enough material to assure a clean, smooth mating surface. The J 41013 (or equivalent) can be used to clean the following surfaces: - The hub mounting surface - The brake rotor mounting surface - The wheel mounting surface Use the J 42450-A (or equivalent) to clean around the base of the studs and the hub. Lubricants, Grease and Fluids Page 11606 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6584 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 1585 Page 9298 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 8319 Fuel: Technical Service Bulletins Fuel System - 'TOP TIER' Detergent Gasoline Information INFORMATION Bulletin No.: 04-06-04-047I Date: August 17, 2009 Subject: TOP TIER Detergent Gasoline (Deposits, Fuel Economy, No Start, Power, Performance, Stall Concerns) - U.S. Only Models: 2010 and Prior GM Passenger Cars and Trucks (including Saturn) (U.S. Only) 2003-2010 HUMMER H2 (U.S. Only) 2006-2010 HUMMER H3 (U.S. Only) 2005-2009 Saab 9-7X (U.S. Only) Supercede: This bulletin is being revised to add model years and additional sources to the Top Tier Fuel Retailers list. Please discard Corporate Bulletin Number 04-06-04-047H (Section 06 Engine/Propulsion System). In Canada, refer to Corporate Bulletin Number 05-06-04-022F. A new class of fuel called TOP TIER Detergent Gasoline is appearing at retail stations of some fuel marketers. This gasoline meets detergency standards developed by six automotive companies. All vehicles will benefit from using TOP TIER Detergent Gasoline over gasoline containing the "Lowest Additive Concentration" set by the EPA. Those vehicles that have experienced deposit related concerns may especially benefit from the use of TOP TIER Detergent Gasoline. Intake valve: - 10,000 miles with TOP TIER Detergent Gasoline Intake valve: - 10,000 miles with Legal Minimum additive Gasoline Brands That Currently Meet TOP TIER Detergent Gasoline Standards As of August 1, 2009, all grades of the following gasoline brands meet the TOP TIER Detergent Gasoline Standards: - Chevron - Chevron-Canada - QuikTrip - Conoco Phillips 66 - 76 Page 1710 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 6994 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 6197 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 400 Page 1971 Page 1255 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 2975 Power Window Switch: Service and Repair Power Window Switch Replacement - Right Front Power Window Switch Replacement - Right Front (Monte Carlo) Page 657 Page 4554 Engine, A/T - Shift/Driveability Concerns/MIL ON Air Filter Element: Customer Interest Engine, A/T - Shift/Driveability Concerns/MIL ON Bulletin No.: 04-07-30-013B Date: February 01, 2007 INFORMATION Subject: Automatic Transmission Shift, Engine Driveability Concerns or Service Engine Soon (SES) Light On as a Result of the Use of an Excessively/Over-Oiled Aftermarket, Reusable Air Filter Models: 2007 and Prior GM Cars and Light Duty Trucks 2007 and Prior Saturn Models 2003-2007 HUMMER H2 2006-2007 HUMMER H3 2005-2007 Saab 9-7X Supercede: This bulletin is being revised to add models and model years. Please discard Corporate Bulletin Number 04-07-30-013A (Section 07 - Transmission/Transaxle). The use of an excessively/over-oiled aftermarket, reusable air filter may result in: Service Engine Soon (SES) light on Transmission shift concerns, slipping and damaged clutch(es) or band(s) Engine driveability concerns, poor acceleration from a stop, limited engine RPM range The oil that is used on these air filter elements may be transferred onto the Mass Air Flow (MAF) sensor causing contamination of the sensor. As a result, the Grams per Second (GPS) signal from the MAF may be low and any or all of the concerns listed above may occur. When servicing a vehicle with any of these concerns, be sure to check for the presence of an aftermarket reusable, excessively/over-oiled air filter. The MAF, GPS reading should be compared to a like vehicle with an OEM air box and filter under the same driving conditions to verify the concern. The use of an aftermarket reusable air filter DOES NOT void the vehicle's warranty. If an aftermarket reusable air filter is used, technicians should inspect the MAF sensor element and the air induction hose for contamination of oil prior to making warranty repairs. Transmission or engine driveability concerns (related to the MAF sensor being contaminated with oil) that are the result of the use of an aftermarket reusable, excessively/over-oiled air filter are not considered to be warrantable repair items. Page 4234 Intake Manifold: Service and Repair Intake Manifold Replacement - Upper Intake Manifold Replacement - Upper Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the intake manifold cover. 3. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 4. Remove the positive crankcase ventilation (PCV) fresh air tube. 5. Remove the PCV foul air tube. Page 5979 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Measuring Wheel Alignment Alignment: Service and Repair Measuring Wheel Alignment Measuring Wheel Alignment Steering and vibration complaints are not always the result of improper alignment. One possible cause is wheel and tire imbalance. Another possibility is tire lead due to worn or improperly manufactured tires. Lead/pull is defined as follows: At a constant highway speed on a typical straight road, lead/pull is the amount of effort required at the steering wheel to maintain the vehicle's straight path. Lead is the vehicle deviation from a straight path on a level road without pressure on the steering wheel. Refer to Radial Tire Lead/Pull Correction in order to determine if the vehicle has a tire lead problem. Before performing any adjustment affecting wheel alignment, perform the following inspections and adjustments in order to ensure correct alignment readings: ^ Inspect the tires for the proper inflation and irregular tire wear. Refer to Label - Vehicle Certification, Tire Place Card, Anti-Theft and Service Parts ID and Tire Diagnosis - Irregular or Premature Wear. ^ Inspect the runout of the wheels and the tires. Refer to Tire and Wheel Runout Specifications. ^ Inspect the wheel bearings for backlash and excessive play. Refer to Wheel Bearings Diagnosis. ^ Inspect the ball joints and tie rod ends for looseness or wear. ^ Inspect the control arms and stabilizer shaft for looseness or wear. ^ Inspect the steering gear for looseness at the frame. Refer to Fastener Tightening Specifications. ^ Inspect the struts/shock absorbers for wear, leaks, and any noticeable noises. Refer to Struts or Shock Absorbers On-Vehicle Testing. ^ Inspect the vehicle trim height. Refer to Trim Height Specifications. ^ Inspect the steering wheel for excessive drag or poor return due to stiff or rusted linkage or suspension components. ^ Inspect the fuel level. The fuel tank should be full or the vehicle should have a compensating load added. Give consideration to excess loads, such as tool boxes, sample cases, etc. If normally carried in the vehicle, these items should remain in the vehicle during alignment adjustments. Give consideration also to the condition of the equipment being used for the alignment. Follow the equipment manufacturer's instructions. Satisfactory vehicle operation may occur over a wide range of alignment settings. However, if the setting exceeds the service allowable specifications, correct the alignment to the service preferred specifications. Refer to Wheel Alignment Specifications. Perform the following steps in order to measure the front and rear alignment angles: 1. Install the alignment equipment according to the manufacturer's instructions. 2. Jounce the front and the rear bumpers 3 times prior to checking the wheel alignment. 3. Measure the alignment angles and record the readings. 4. Important: When performing adjustments to vehicles requiring a 4-wheel alignment, set the rear wheel alignment angles first in order to obtain proper front alignment angles. Adjust alignment angles to vehicle specification, if necessary. Refer to Wheel Alignment Specifications. Front Camber Adjustment Removal Procedure Page 6116 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 8476 Page 8991 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Service and Repair Antenna Control Module: Service and Repair ANTENNA MODULE REPLACEMENT Page 11767 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 7550 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Locations Crankshaft Position Sensor: Locations Rear of the Engine (LZE, LZ4, LZ9) (1) Throttle Body (2) Ignition Control Module (ICM) (3) Heated Oxygen Sensor (HO2S) 1 (4) Engine Coolant Heater (5) Engine Oil Level Switch (6) Crankshaft Position (CKP) Sensor (7) Knock Sensor (KS) Bank 1 Page 11836 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Service and Repair Suspension Spring ( Coil / Leaf ): Service and Repair Strut, Strut Component and/or Spring Replacement ^ Tools Required J 42991 Strut Rod Nut Socket - J 45400 Strut Spring Compressor Disassembly Procedure 1. Remove the strut from the vehicle. 2. Install the strut (2) in the J 45400 (1). 3. Important: The spring is compressed when the strut moves freely. Turn the spring compressor forcing screw (1) until the coil spring (2) is compressed. Page 3645 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 9988 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 200 Fuel Pressure Gage Installation and Removal Fuel Pressure: Testing and Inspection Fuel Pressure Gage Installation and Removal FUEL PRESSURE GAGE INSTALLATION AND REMOVAL TOOL REQUIRED J 34730-1A Fuel Pressure Gage INSTALLATION PROCEDURE CAUTION: Refer to Gasoline/Gasoline Vapors Caution. - Refer to Fuel Gage Leak Caution. 1. Remove the intake manifold cover. 2. Remove the fuel rail pressure fitting cap. 3. Connect the J 34730-1A to the fuel pressure valve. Wrap a shop towel around the fitting while connecting the gage in order to avoid spillage. 4. Place the bleed hose of the fuel pressure gage into an approved gasoline container. REMOVAL PROCEDURE 1. Remove the bleed hose on the J 34730-1A from the approved container. 2. Remove the shop towel from around the fitting and discard into an approved container. 3. Disconnect the J 34730-1A from the fuel pressure valve. 4. Install the fuel pressure fitting cap. Page 10524 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 9250 Conversion - English/Metric (Part 1) Page 12277 Fuse Block - Underhood C4 (Part 1) Page 9638 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 1020 Page 7608 Page 446 Method 3 The Gen 6.1 version of OnStar(R) does not require the use of the Service Programming System (SPS) to change the voice recognition system. However, there are three ways to change the language. Disclaimer Knock Sensor (KS) Replacement - Bank 1 Knock Sensor: Service and Repair Knock Sensor (KS) Replacement - Bank 1 KNOCK SENSOR (KS) REPLACEMENT - BANK 1 REMOVAL PROCEDURE 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Disconnect the knock sensor electrical connector (2). 3. Loosen and remove the knock sensor. INSTALLATION PROCEDURE IMPORTANT: DO NOT apply thread sealant to the sensor threads. The sensor threads are coated at the factory. Applying additional sealant affects the sensors ability to detect detonation. Page 7743 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10551 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Specifications Fuel Pressure: Specifications Fuel Pressure (Key ON, Engine OFF).................................................................................................. ..............................................345-414 kPa (50-60 psi) Page 2159 1. Install the MAP sensor seal into the upper intake manifold. 2. Install the MAP sensor and bracket. 3. Install the upper intake manifold bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 25 N.m (18 lb ft). 4. If required, install the spark plug wire clip to the intake manifold bracket. 5. Connect the MAP sensor electrical connector. 6. Install the intake manifold cover. Service and Repair PCV Valve Hose: Service and Repair Crankcase Ventilation Hoses/Pipes Replacement Removal Procedure 1. Remove the intake manifold cover. 2. Disconnect the positive crankcase ventilation (PCV) fresh air tube from the air cleaner outlet duct. 3. Remove the PCV fresh air tube from the rocker arm cover. 4. Remove the PCV fresh air tube from the vehicle. 5. Disconnect the PCV foul air tube from the PCV valve. 6. Remove the PCV foul air tube from the intake manifold. 7. Remove the PCV foul air tube from the vehicle. Installation Procedure Front Suspension Wheel Fastener: Service and Repair Front Suspension Wheel Stud Replacement ^ Tools Required J 6627-A Tie Rod Puller Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the tire and wheel assembly. 3. Remove the brake caliper and bracket. Hang the caliper and the bracket from the vehicle. DO NOT allow the caliper and the bracket to hang by the brake hose. 4. Remove the brake rotor. 5. Use the J 6627-A in order to extract the stud (1) from the hub (2). Installation Procedure Page 9781 Conversion - English/Metric (Part 1) Page 12056 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 2277 Arrows and Symbols ARROWS AND SYMBOLS Page 767 Arrows and Symbols ARROWS AND SYMBOLS Page 9358 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 7621 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6098 Arrows and Symbols ARROWS AND SYMBOLS Page 9583 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 1861 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 2068 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 12255 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 14 Page 2780 1. Door Frame 2. Outside Rearview Mirror - Driver 3. Door Lock Switch - Driver 4. Outside Rearview Mirror Switch 5. Window Switch - Driver 6. Speaker - LF Door 7. Window Motor - Driver 8. Door Lock Actuator - Driver 9. Inflatable Restraint Side Impact Sensor (SIS) Left (AJ7) Right Front Door Components (Coupe) Page 4566 Page 8406 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Fastener Tightening Specifications Fastener Tightening Specifications Page 5385 Conversion - English/Metric (Part 1) Page 8638 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 13219 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 2212 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 2086 Page 5762 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9989 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Junction Block Replacement - Accessory Wiring Relay Box: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Page 2094 Conversion - English/Metric (Part 1) Page 6575 Page 4808 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9447 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 12568 Dealer Recall Responsibility All unsold new vehicles in dealers' possession and subject to this program must be held and inspected/repaired per the service procedure of this program bulletin before customers take possession of these vehicles. Dealers are to service all vehicles subject to this program at no charge to customers, regardless of mileage, age of vehicle, or ownership, through October 31, 2007. Customers who have recently purchased vehicles sold from your vehicle inventory, and for which there is no customer information indicated on the dealer listing, are to be contacted by the dealer. Arrangements are to be made to make the required correction according to the instructions contained in this bulletin. A copy of the customer letter is shown in this bulletin for your use in contacting customers. Program follow-up cards should not be used for this purpose, since the customer may not as yet have received the notification letter. In summary, whenever a vehicle subject to this program enters your vehicle inventory, or is in your dealership for service through October 31, 2007, you must take the steps necessary to be sure the program correction has been made before selling or releasing the vehicle. Disclaimer Service Procedure V6 Engine Important: The location of the leak (1) is shown above. The power steering cover hose may leak from the hose clamp. 1. Raise and support the vehicle. Refer to Lifting and Jacking the Vehicle in SI. 2. Place a drain pan under the repair area. 3. Remove the power steering hose clamps. 4. Remove the power steering hose from the vehicle. 5. Slide the new clamps onto the new power steering hose. 6. Install the new power steering hose. 7. Position the power steering hose clamps. Tighten Page 4936 Coolant Temperature Sensor/Switch (For Computer): Service and Repair ENGINE COOLANT TEMPERATURE (ECT) SENSOR REPLACEMENT REMOVAL PROCEDURE NOTE: Use care when handling the coolant sensor. Damage to the coolant sensor will affect the operation of the fuel control system. 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). See: Service and Repair 2. Remove the intake manifold cover, if necessary. 3. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 4. Remove the ECT sensor. INSTALLATION PROCEDURE NOTE: Replacement components must be the correct part number for the application. Components requiring the use of the thread locking compound, lubricants, corrosion inhibitors, or sealants are identified in the service procedure. Some replacement components may come with these coatings already applied. Do not use these coatings on components unless specified. These coatings can affect the final torque, which may affect the operation of the component. Use the correct torque specification when installing components in order to avoid damage. Locations Radiator Cooling Fan Motor Relay: Locations Location View Page 589 Page 1489 Power Door Lock Switch: Service and Repair Power Door Lock Switch Replacement POWER DOOR LOCK SWITCH REPLACEMENT Page 8090 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 11805 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7573 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 1950 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 10967 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 7700 Page 9641 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 6704 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 3577 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 4083 5. Compress the valve spring using the J38606. 6. Install the valve cap keys. If necessary, use grease in order to hold the valve cap keys in place. 7. Release the valve spring using the J38606. 8. Ensure the valve cap keys are seated. 9. Remove the compressed air and remove the J22794 from the spark plug port. 10. Install the rocker arm. 11. Install the spark plug. Tire Pressure Monitor - TPM System Message/Service Tips Tires: Technical Service Bulletins Tire Pressure Monitor - TPM System Message/Service Tips # 09-03-16-002A: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information - (Apr 27, 2010) Subject: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information Models: 2006-2011 Cars and Light Duty Trucks (Including Saturn and Saab) 2006-2010 HUMMER H2, H3 ATTENTION The information found in this bulletin is to be used as a dealership service consultant procedures for customers coming into the service lane with an illuminated "low tire light" or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. Maintaining proper tire pressures is an Owner's Maintenance item and is not covered under warranty. This bulletin is being revised to add model years and update additional bulletin reference information. Please discard Corporate Bulletin Number 09-03-16-002 (Section 03 -- Suspension). Customer Concerns and Confusion with the Tire Pressure Monitoring (TPM) System The following procedure should be used by dealership service consultants when a customer comes into the service drive with a "low tire light" on or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. The service consultant should perform the following steps: Procedure Turn the key to ON, without starting the engine. ^ If the low tire light comes on and stays on solid with a check tire pressure/low tire pressure/add air to tire message (on vehicles equipped with DIC), advise the customer: - The system is working properly. - Properly adjusting all tire air pressures to the recommended levels and driving the vehicle will turn the light off (refer to the Tire and Loading Information label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". ^ If the Tire Pressure Monitor (TPM) light blinks for one minute then stays on solid with a service tire monitor system message (on vehicles equipped with DIC): - A TPM system problem exists. The vehicle should be written up accordingly and sent to your service department for further DTC diagnosis and service. - If dashes (--) are displayed in only one or two of the tire pressure readouts, it is likely caused by a previous TPM system relearn that was performed incorrectly due to interference from another vehicle's TPM system during the relearn process (refer to the Important statement later in this bulletin regarding TPM relearn with a Tech 2(R)). - If dashes (--) are displayed in all four of the tire pressure readouts, there is a system problem. Follow the appropriate SI service procedures. ^ If a customer indicates the low tire light comes on for a few minutes when the vehicle is started, then goes off after driving a while, advise the customer: - The system is working properly. - Most likely, air pressure in one or more of the tires is low enough to turn the light on when tires are cold. After driving for a while, tires will heat Page 6577 Arrows and Symbols ARROWS AND SYMBOLS Page 13125 hot particles embed themselves in the chrome layer and create a small pit. If the material is allowed to sit on the wheel while it is exposed to moisture or salt, it will corrode the wheel beneath the chrome leaving a pit or small blister in the chrome. Heavy brake dust build-up should be removed from wheels by using GM Chrome Cleaner and Polish, P/N 1050173 (in Canada use 10953013). For moderate cleaning, light brake dust build-up or water spots use GM Swirl Remover Polish, P/N 12377965 (in Canada, use Meguiars Plast-X(TM) Clear Plastic Cleaner and Polish #G12310C**). After cleaning, the wheel should be waxed using GM Cleaner Wax, P/N 12377966 (in Canada, use Meguiars Cleaner Wax #M0616C**), which will help protect the wheel from brake dust and reduce adhesion of any brake dust that gets on the wheel surface. For general maintenance cleaning, PEEK Metal Polish† may be used. It will clean and shine the chrome and leave behind a wax coating that may help protect the finish. Warranty of Stardust Corroded Chrome Wheels Wheels returned with pitting or spotting as a result of neglect and brake dust build-up may be replaced one time. Important Notify the customer that this is a one time replacement. Please stress to the customer the vital importance of keeping the wheels clean and free of prolonged exposure to brake dust build-up. "GM of Canada" dealers require prior approval by the District Manager - Customer Care and Service Process (DM-CCSP). Customer Assistance and Instructions GM has looked for ways customers may improve the appearance of wheels damaged by acidic cleaners. The following product and procedure has been found to dramatically improve the appearance of stained wheels. For wheels that have milky stains caused by acidic cleaners try the following: Notice THE 3M CHROME AND METAL POLISH REQUIRED FOR THIS PROCEDURE IS AN EXTREMELY AGGRESSIVE POLISH/CLEANER. THE WHEELS MUST BE CLEANED BEFORE APPLICATION TO AVOID SCRATCHING THE WHEEL SURFACE. THIS PRODUCT WILL REDUCE THE THICKNESS OF THE CHROME PLATING ON THE WHEEL AND IF USED INCORRECTLY OR EXCESSIVELY MAY REMOVE THE CHROME PLATING ALL TOGETHER, EXPOSING A LESS BRIGHT AND BRASSY COLORED SUB-LAYER. FOLLOW INSTRUCTIONS EXACTLY. 1. Wash the wheels with vigorously with soap and water. This step will clean and may reduce wheel staining. Flood all areas of the wheel with water to rinse. 2. Dry the wheels completely. Notice Begin with a small section of the wheel and with light pressure buff off polish and examine results. ONLY apply and rub with sufficient force and time to remove enough staining that you are satisfied with the results. Some wheels may be stained to the extent that you may only achieve a 50% improvement while others may be able to be restored to the original lustre. IN ALL CASES, only apply until the results are satisfactory. 3. Apply 3M Chrome and Metal Polish #39527* with a clean terry cloth towel. As you apply the polish, the staining will be diminished. 4. When dry, buff off the polish with a clean portion of the towel. 5. Repeat application of the 3M Chrome and Metal Polish until satisfied with the results. If continued applications fail to improve the appearance further discontinue use. This procedure will improve the appearance of the wheels and may, with repeated applications, restore the finish dramatically. For wheels that exhibit spotting from road chemicals the above procedure may marginally improve the condition but will not restore the finish or remove the pitting. In this type of staining the wheel finish has actually been removed in spots and no manner of cleaning will restore the finish. †*We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Parts Information Page 3282 Disclaimer Page 7034 -> Connector Repairs See: Testing and Inspection/Component Tests and General Diagnostics -> Testing for Intermittent Conditions and Poor Connections See: Testing and Inspection/Component Tests and General Diagnostics -> Wiring Repairs See: Testing and Inspection/Component Tests and General Diagnostics Circuit/System Testing 1. With a scan tool verify that communication is not available for all high speed serial data modules. -> If any high speed module communicates and any DTC beginning with a U exists, refer to Diagnostic Trouble Code (DTC) List - Vehicle for diagnostics. See: Testing and Inspection/Diagnostic Trouble Code Descriptions -> If any high speed module communicates and no DTC beginning with a U exists, Refer to DTC U0100-U0299 for diagnostics See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/U Code Charts 2. Ignition OFF, disconnect the harness connector of the BCM. 3. Ignition ON, test for battery voltage between each voltage input circuit of the BCM and ground. -> If less than battery voltage, test each voltage output circuit of the BCM for a short to ground, and each voltage input circuit of the BCM for a short to ground or and open/high resistance. If the circuits test normal, replace the faulty module. 4. Test for less than 1 ohm of resistance between each ground circuit of the BCM and ground. -> If greater than 1 ohm, repair the ground circuit for an open/high resistance. 5. Disconnect the vehicle communication interface module (VCIM) connector if equipped with UE1, or terminator resistor connector if not equipped with UE1. 6. Test for less than 1.0 volt between the high speed GMLAN serial data circuits of the DLC and ground. -> If greater than 1.0 volt, repair the serial data circuit for a short to voltage. 7. Test for infinite resistance between the high speed GMLAN serial data circuit of the DLC and ground. -> If less than infinite resistance, repair the serial data circuit for a short to ground. 8. Test for infinite resistance between the high speed GMLAN serial data (+) and (-) circuits of the DLC. -> If less than infinite resistance, repair the serial data circuits for a short between them. 9. Reconnect the BCM harness connector. 10. Attempt to communicate with the BCM. Communication should not be available. -> If equipped with UE1, test between the high speed GMLAN serial data (+) and (-) circuits of the terminator resistor for 120 ohm resistance. If the circuit tests normal, replace the VCIM. -> If not equipped with UE1, replace the terminator resistor. 11. Beginning with the farthest module from the DLC that is connected to high speed GMLAN serial data circuits, disconnect each module one at a time, attempting to communicate with the BCM after each disconnect. Communications should not be available. -> If furthest module was the last module disconnected, replace the faulty module. -> If more than one module was disconnected, test the high speed GMLAN serial data (+) and (-) circuits between the last two disconnected modules for a short to voltage, short to ground or a short between them. If the circuits test normal, replace the last disconnected module. 12. Test the high speed GMLAN serial data (+) and (-) circuits between the BCM and the last disconnected module for a short to voltage, short to ground or a short between them. If the circuits test normal, replace the BCM. Repair Instructions Perform the Diagnostic Repair Verification after completing the repair. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/Verification Tests and Procedures -> Control Module References for module replacement, setup, and programming -> GMLAN Wiring Repairs See: Testing and Inspection/Component Tests and General Diagnostics Page 9626 Page 10020 Page 9155 Page 6691 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 13149 1. Install the tire and wheel assembly. Align the locating mark of the tire and wheel to the hub. Notice: Refer to Fastener Notice in Service Precautions. Important: Tighten the nuts evenly and alternately in order to avoid excessive runout. 2. Install the wheel nuts. ^ Tighten the nuts in a cries-cross pattern to 140 Nm (100 ft. lbs.). 3. Remove the safety stands and lower the vehicle. Page 2756 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 5813 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 422 1. Remove the ground cable from the battery's negative cable. 2. Remove the center console, see WIS - Body - Interior. 3. Loosen the gear shift housing (A). AUT: Disconnect the 6-pin connector (B) to improve access to the gear shift housing screws. 4. Disconnect the signal cable from the SRS control module to the OnStar(R) control module and secure the cable. 4.1. Disconnect the connector (A) from the SRS control module and cut the cable tie (B). Specifications Idle Speed: Specifications Information not supplied by the manufacturer. Page 10381 Page 6985 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 12670 26. Install the left side transmission mount lower nuts to the frame. Tighten Tighten the left side transmission mount lower nuts to 47 Nm (35 lb-ft). 27. Install the right side engine mount lower nuts to the frame. Tighten Tighten the right side engine mount lower nuts to 50 Nm (37 lb-ft). 28. Install the left side engine mount lower nuts to the frame. Tighten Tighten the left side engine mount lower nuts to 50 Nm (37 lb-ft.). Page 2540 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 10521 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2933 Install the sensor nut and position the sensor body parallel to the inside wheel surface while torquing. Tighten the sensor nut to 7 Nm (62 inch lbs.). 5. Important: Before installing the tire on the wheel, note the following items to avoid tire pressure sensor damage upon tire mounting: ^ Position the mounting/dismounting head 180 degrees from the valve stem. ^ Position the bead transition area 45 degrees counterclockwise of the valve stem. ^ Using the tire machine, rotate the tire/wheel assembly clockwise when transferring the tire bead to the inside of the wheel rim. ^ Repeat items for outer bead. Install the tire on the wheel. 6. Install the tire/wheel assembly on the vehicle. 7. Lower the vehicle. Page 8250 Page 7415 Page 6037 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 10097 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 1001 For vehicles repaired under warranty, use the table. Disclaimer Diagrams Parking Brake Warning Switch: Diagrams Park Brake Switch Park Brake Switch Park Brake Switch Page 9650 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 706 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Electrical - MIL ON/DTC's Set By Various Control Modules Wiring Harness: Customer Interest Electrical - MIL ON/DTC's Set By Various Control Modules TECHNICAL Bulletin No.: 09-06-03-004D Date: December 08, 2010 Subject: Intermittent No Crank/No Start, No Module Communication, MIL, Warning Lights, Vehicle Messages or DTCs Set by Various Control Modules - Diagnosing and Repairing Fretting Corrosion (Disconnect Affected Connector and Apply Dielectric Lubricant) Models: 2011 and Prior GM Passenger Cars and Trucks Attention: This repair can be applied to ANY electrical connection including, but not limited to: lighting, body electrical, in-line connections, powertrain control sensors, etc. DO NOT over apply lubricant to the point where it prevents the full engagement of sealed connectors. A light coating on the terminal surfaces is sufficient to correct the condition. Supercede: This bulletin is being revised to update the Attention statement and add the 2011 model year. Please discard Corporate Bulletin Number 09-06-03-004C (Section 06 Engine/Propulsion System). Condition Some customers may comment on any of the following conditions: - An intermittent no crank/no start - Intermittent malfunction indicator lamp (MIL) illumination - Intermittent service lamp illumination - Intermittent service message(s) being displayed The technician may determine that he is unable to duplicate the intermittent condition. Cause This condition may be caused by a buildup of nonconductive insulating oxidized debris known as fretting corrosion, occurring between two electrical contact surfaces of the connection or connector. This may be caused by any of the following conditions: - Vibration - Thermal cycling - Poor connection/terminal retention - Micro motion - A connector, component or wiring harness not properly secured resulting in movement On low current signal circuits this condition may cause high resistance, resulting in intermittent connections. On high current power circuits this condition may cause permanent increases in the resistance and may cause a device to become inoperative. Representative List of Control Modules and Components The following is only a representative list of control modules and components that may be affected by this connection or connector condition and DOES NOT include every possible module or component for every vehicle. - Blower Control Module - Body Control Module (BCM) - Communication Interface Module (CIM) - Cooling Fan Control Module - Electronic Brake Control Module (EBCM) - Electronic Brake and Traction Control Module (EBTCM) - Electronic Suspension Control (ESC) Module - Engine Control Module (ECM) - Heating, Ventilation and Air Conditioning (HVAC) Control Module Page 1717 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8984 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 13192 Page 7351 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 6884 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 6430 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 4240 33. Remove the intake manifold tuning valve bolts, valve, and seal. 34. Clean the upper intake to lower intake gasket mating surfaces. Installation Procedure 1. Inspect the intake manifold tuning valve seal for damage. The tuning valve blade attachment to motor should be tight, with no looseness or slack present. Replace as necessary. 2. Apply lubricant GM P/N 01050344 (Canadian P/N 993037) or equivalent to the nose of the valve blade (1). A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: All Technical Service Bulletins A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 2275 Page 2342 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Page 697 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 11456 Page 5405 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2021 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 9809 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 8110 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Remote Power Steering Fluid Reservoir Replacement Power Steering Fluid Reservoir: Service and Repair Remote Power Steering Fluid Reservoir Replacement Remote Power Steering Fluid Reservoir Replacement Remote Power Steering Fluid Reservoir Page 10935 Page 6858 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9497 4. Remove the right side spark plug wires from the spark plugs, if required. 5. Remove the spark plugs. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. Electrical - Information For Electrical Ground Repair Grounding Point: Technical Service Bulletins Electrical - Information For Electrical Ground Repair INFORMATION Bulletin No.: 10-08-45-001B Date: October 25, 2010 Subject: Information for Electrical Ground Repair - Use New Replacement Fasteners with Conductive Finish Models: 2011 and Prior GM Passenger Cars and Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being revised to add the 2011 model year and update the Warranty Information. Please discard Corporate Bulletin Number 10-08-45-001A (Section 08 - Body and Accessories). Electrical Ground Repair Overview Proper electrical system function relies on secure, stable and corrosion-free electrical ground connections. Loose, stripped, or corroded connections increase the possibility of improper system function and loss of module communication. These conditions may also lead to unnecessary repairs and component replacement. In general, electrical ground connections are accomplished using one, or a combination of the following attachment methods: - Welded M6 stud and nut - Welded M6 nut and bolt - Welded M8 nut and bolt Determine which attachment method is used and perform the appropriate or alternative repair as described in this bulletin. M6 Weld Stud Replacement Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. Select a location adjacent the damaged or missing M6 ground stud having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the M6 conductive rivet stud flange. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the repair site and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 3. Drill a 10 mm (0.40 in) diameter hole through the panel. 4. Remove paint and primer from the area surrounding the 10 mm (0.40 in) hole until bare metal is visible. Page 10502 Page 2810 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 4262 Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 10496 Page 1904 Conversion - English/Metric (Part 1) Page 149 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 1934 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Description and Operation Accelerator Pedal Position Sensor: Description and Operation ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: - A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. Page 3629 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 11517 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 11721 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Tires - Correct Inflation Pressure Information Tires: Technical Service Bulletins Tires - Correct Inflation Pressure Information INFORMATION Bulletin No.: 00-00-90-002J Date: January 28, 2009 Subject: Information on Proper Tire Pressure Models: 2010 and Prior GM Passenger Cars and Light Duty Trucks (including Saturn) 2009 and Prior HUMMER H2, H3, H3T 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and clarify additional information. Please discard Corporate Bulletin Number 00-00-90-002I (Section 00 - General Information). Important: ^ Adjustment of tire pressure for a customer with a Low Tire Pressure Monitor (TPM) light on and no codes in the TPM system is NOT a warrantable repair. Claims to simply adjust the tire pressure will be rejected. ^ ALL tires (including the spare tire) MUST be set to the recommended inflation pressure stated on the vehicle's tire placard (on driver's door) during the PRE-DELIVERY INSPECTION (PDI). Recommended inflation pressure is not the pressure printed on tire sidewall. ^ Tires may be over-inflated from the assembly plant due to the mounting process. ^ Generally a 5.6°C (10°F) temperature change will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure change. ^ 2008-2009 HUMMER H2 Only - The H2 comes standard with Light Truck "D" Load Range tires with a recommended cold inflation pressure of 289 kPa (42 psi). These tires will alert the driver to a low pressure situation at roughly 262 kPa (38 psi) due to a requirement in FMVSS 138 which specifies a Minimum Activation Pressure for each tire type. This creates a relatively narrow window of "usable" pressure values and the warning will be more sensitive to outside temperature changes during the colder months. As with other cold temperature/tire pressure issues, there is nothing wrong with the system itself. If a vehicle is brought in with this concern, check for tire damage and set all tires to the Recommended Cold Inflation Pressure shown on the vehicle placard. Accurate tire pressures ensure the safe handling and appropriate ride characteristics of GM cars and trucks. It is critical that the tire pressure be adjusted to the specifications on the vehicle¡C■s tire placard during PDI. Ride, handling and road noise concerns may be caused by improperly adjusted tire pressure. The first step in the diagnosis of these concerns is to verify that the tires are inflated to the correct pressures. The recommended tire inflation pressure is listed on the vehicle¡C■s tire placard. The tire placard is located on the driver¡C■s side front or rear door edge, center pillar, or the rear compartment lid. Tip ^ Generally a 5.6°C (10°F) temperature increase will result in (is equivalent to) a 6.9 kPa (1 psi) tire pressure increase. ^ The definition of a "cold" tire is one that has been sitting for at least 3 hours, or driven no more than 1.6 km (1 mi). ^ On extremely cold days, if the vehicle has been indoors, it may be necessary to compensate for the low external temperature by adding additional air to the tire during PDI. ^ During cold weather, the Tire Pressure Monitor (TPM) indicator light (a yellow horseshoe with an exclamation point) may illuminate. If this indicator turns off after the tires warm up (reach operating temperature), the tire pressure should be reset to placard pressure at the cold temperature. ^ The TPM system will work correctly with nitrogen in tires. ^ The TPM system is compatible with the GM Vehicle Care Tire Sealant but may not be with other commercially available sealants. Important: ^ Do not use the tire pressure indicated on the tire itself as a guide. Page 12019 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 3565 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Tire Pressure Monitor - TPM System Message/Service Tips Low Tire Pressure Indicator: Technical Service Bulletins Tire Pressure Monitor - TPM System Message/Service Tips # 09-03-16-002A: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information - (Apr 27, 2010) Subject: Dealership Service Consultant Procedure as Vehicle Comes into Service Drive for Tire Pressure Monitor (TPM) System Message, Light and Customer Information Models: 2006-2011 Cars and Light Duty Trucks (Including Saturn and Saab) 2006-2010 HUMMER H2, H3 ATTENTION The information found in this bulletin is to be used as a dealership service consultant procedures for customers coming into the service lane with an illuminated "low tire light" or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. Maintaining proper tire pressures is an Owner's Maintenance item and is not covered under warranty. This bulletin is being revised to add model years and update additional bulletin reference information. Please discard Corporate Bulletin Number 09-03-16-002 (Section 03 -- Suspension). Customer Concerns and Confusion with the Tire Pressure Monitoring (TPM) System The following procedure should be used by dealership service consultants when a customer comes into the service drive with a "low tire light" on or comments on a check tire pressure/low tire pressure/add air to tire or service tire monitor system message. The service consultant should perform the following steps: Procedure Turn the key to ON, without starting the engine. ^ If the low tire light comes on and stays on solid with a check tire pressure/low tire pressure/add air to tire message (on vehicles equipped with DIC), advise the customer: - The system is working properly. - Properly adjusting all tire air pressures to the recommended levels and driving the vehicle will turn the light off (refer to the Tire and Loading Information label on the driver side door). - More detailed information can be found in the Owner Manual. - Service is not covered under warranty - this maintenance is the responsibility of the owner. - Give the customer a copy of the "GM Customer TPMS Information". ^ If the Tire Pressure Monitor (TPM) light blinks for one minute then stays on solid with a service tire monitor system message (on vehicles equipped with DIC): - A TPM system problem exists. The vehicle should be written up accordingly and sent to your service department for further DTC diagnosis and service. - If dashes (--) are displayed in only one or two of the tire pressure readouts, it is likely caused by a previous TPM system relearn that was performed incorrectly due to interference from another vehicle's TPM system during the relearn process (refer to the Important statement later in this bulletin regarding TPM relearn with a Tech 2(R)). - If dashes (--) are displayed in all four of the tire pressure readouts, there is a system problem. Follow the appropriate SI service procedures. ^ If a customer indicates the low tire light comes on for a few minutes when the vehicle is started, then goes off after driving a while, advise the customer: - The system is working properly. - Most likely, air pressure in one or more of the tires is low enough to turn the light on when tires are cold. After driving for a while, tires will heat Page 8228 Disclaimer Page 5093 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 4886 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Description and Operation Fuel Tank Pressure Sensor: Description and Operation FUEL TANK PRESSURE SENSOR The fuel tank pressure (FTP) sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-Volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. A high FTP sensor voltage indicates a low fuel tank pressure or vacuum. A low FTP sensor voltage indicates a high fuel tank pressure. Page 12705 24. Install the connector to the sensor. Page 12138 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 10834 Page 11611 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 5684 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1325 Warranty Information (excluding Saab U.S. Models) Important Select the appropriate Labor Operation for the repair that is performed. For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 11732 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 5976 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 2531 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. TPMS System - Service And Re-Learning Sensor IDs Tires: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Locations Behind The I/P Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 12285 Fuse Block: Service and Repair Underhood Electrical Center or Junction Block Replacement UNDERHOOD ELECTRICAL CENTER OR JUNCTION BLOCK REPLACEMENT REMOVAL PROCEDURE 1. Remove the electrical center cover (1). 2. Disconnect the positive battery cable from junction box. 3. Remove the fasteners (1) securing the electrical center board (2). 4. Unlock the tabs on the electrical center board. 5. Lift up on the electrical center board. Page 9985 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Locations Combination Switch: Locations I/P Components Page 7832 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Testing and Inspection Step 1 - Step 4 Page 1646 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6070 Locations Heated Glass Element Relay: Locations Location View Page 4539 Page 8818 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 8938 Page 5726 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the manifold absolute pressure (MAP) sensor electrical connector (1). 3. Remove the spark plug wire clip from the intake manifold bracket, if necessary. 4. Remove the upper intake manifold bolts. 5. Remove the MAP sensor and bracket. 6. Remove the MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE Page 8681 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 8393 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 4403 4. Remove the right side spark plug wires from the spark plugs, if required. 5. Remove the spark plugs. INSTALLATION PROCEDURE NOTE: It is important to check the gap of all new and reconditioned spark plugs before installation. Pre-set gaps may have changed during handling. Use a round wire feeler gauge to be sure of an accurate check, particularly on used plugs. Installing plugs with the wrong gap can cause poor engine performance and may even damage the engine. Page 9596 Page 1089 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 1053 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 2610 Page 2382 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Thermo Element Replacement Transmission Temperature Sensor/Switch: Service and Repair Thermo Element Replacement Thermo Element Replacement ^ Tools Required J 34094-A Thermo Element Height Gage Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. 3. Remove the thermo element pins (120, 123) and the washers. 4. Remove the thermo element (121) and the thermo element plate (122). Installation Procedure 1. Use the J 34094-A to set the middle thermo pin (123). 2. Install the new thermo element plate (122). 3. Install the pin (120) and the washer. 4. Use the J 34094-A to set the height of the pin and the washer furthest from the accumulator. 5. Use the J 34094-A to set the height of the second pin (120) and the washer. 6. Install the thermo element (121) between the two pins (120). The V in the thermo element (121) must contact the thermo element plate (122). 7. Install the oil pan. Page 12 Page 9642 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 4529 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12286 6. Remove the fasteners (1) securing the electrical center bracket (2) to vehicle. INSTALLATION PROCEDURE 1. Install fasteners (1) securing the electrical center (2) to vehicle. NOTE: Refer to Fastener Notice. Tighten the fasteners to 10 N.m (86 lb in). Page 10451 9. Important: The horseshoe clip with the tab is flush when fully engaged. Ensure the conduit is fully engaged. Page 10495 Page 12787 1. Important: Once the steering column support assembly has been staked 3 times, it must be replaced. Install the steering column support assembly (1) to the steering column jacket assembly (3). 2. Notice: Refer to Fastener Notice in Service Precautions. Install the 4 new steering column support TORX screws (2). Tighten the 4 steering column support TORX screws to 17 Nm (13 ft. lbs.). 3. Lubricate the centering sphere (1) with GM P/N 12345718 (Canadian P/N 10953516). 4. Install the centering sphere (1) and the joint preload spring (2) into J 41688. Front Door Switch Bezel Replacement Power Window Switch: Service and Repair Front Door Switch Bezel Replacement BEZEL REPLACEMENT - FRONT DOOR SWITCH Page 3369 All 2006 and future model transmissions that use DEXRON(R)-VI are to be serviced ONLY with DEXRON(R)-VI fluid. DEXRON(R)-VI is an improvement over DEXRON(R)-III in the following areas: * These ATF change intervals remain the same as DEXRON(R)-III for the time being. 2006-2008 Transmission Fill and Cooler Flushing Some new applications of the 6L80 six speed transmission will require the use of the J 45096 Flushing and Flow Tester to accomplish transmission fluid fill. The clean oil reservoir of the machine should be purged of DEXRON(R)-III and filled with DEXRON(R)-VI. Parts Information Disclaimer Page 2535 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 12925 2. Install the wheel bearing/hub and park brake assembly to the knuckle. 3. Notice: Refer to Fastener Notice in Service Precautions. Install the wheel bearing/hub-to-knuckle bolts. Tighten the bolts to 75 Nm (55 ft. lbs.). 4. Install the park brake cable to the park brake actuator. Rear Wheel Speed Sensors 5. Install the ABS electrical connector to the wheel speed sensor (1), if equipped. 6. Install the brake rotor. 7. Install the tires and wheels. 8. Lower the vehicle. Page 6426 Page 4666 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 8397 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 5200 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 10552 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 10937 Arrows and Symbols ARROWS AND SYMBOLS Page 10638 Page 3635 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9637 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 1984 Page 7586 1. Install the MAF/IAT sensor seal, if necessary. 2. Install the MAF/IAT sensor to the air cleaner housing. 3. Install the MAF/IAT sensor bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 10 N.m (89 lb in). 4. Connect the MAF/IAT sensor electrical connector (3). 5. Install the air cleaner outlet duct. Page 2741 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 6169 Passenger Car Zoning PASSENGER CAR ZONING Page 7808 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Wheels/Tires - Tire Radial Force Variation (RFV) Wheels: All Technical Service Bulletins Wheels/Tires - Tire Radial Force Variation (RFV) INFORMATION Bulletin No.: 00-03-10-006F Date: May 04, 2010 Subject: Information on Tire Radial Force Variation (RFV) Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X 2000-2005 Saturn L Series 2003-2007 Saturn ION Supercede: This bulletin is being revised to considerably expand the available information on Radial Force Variation (RFV) and should be reviewed in whole. Please discard Corporate Bulletin Number 00-03-10-006E (Section 03 - Suspension). Important - Before measuring tires on equipment such as the Hunter GSP9700, the vehicle MUST be driven a minimum of 16 km (10 mi) to ensure removal of any flat-spotting. Refer to Corporate Bulletin Number 03-03-10-007E - Tire/Wheel Characteristics of GM Original Equipment Tires. - Equipment such as the Hunter GSP9700 MUST be calibrated prior to measuring tire/wheel assemblies for each vehicle. The purpose of this bulletin is to provide guidance to GM dealers when using tire force variation measurement equipment, such as the Hunter GSP9700. This type of equipment can be a valuable tool in diagnosing vehicle ride concerns. The most common ride concern involving tire radial force variation is highway speed shake on smooth roads. Tire related smooth road highway speed shake can be caused by three conditions: imbalance, out of round and tire force variation. These three conditions are not necessarily related. All three conditions must be addressed. Imbalance is normally addressed first, because it is the simpler of the three to correct. Off-vehicle, two plane dynamic wheel balancers are readily available and can accurately correct any imbalance. Balancer calibration and maintenance, proper attachment of the wheel to the balancer, and proper balance weights, are all factors required for a quality balance. However, a perfectly balanced tire/wheel assembly can still be "oval shaped" and cause a vibration. Before balancing, perform the following procedures. Tire and Wheel Diagnosis 1. Set the tire pressure to the placard values. 2. With the vehicle raised, ensure the wheels are centered on the hub by loosening all wheel nuts and hand-tightening all nuts first by hand while shaking the wheel, then torque to specifications using a torque wrench, NOT a torque stick. 3. Visually inspect the tires and the wheels. Inspect for evidence of the following conditions and correct as necessary: - Missing balance weights - Bent rim flange - Irregular tire wear - Incomplete bead seating - Tire irregularities (including pressure settings) - Mud/ice build-up in wheel - Stones in the tire tread - Remove any aftermarket wheels and/or tires and restore vehicle to original condition prior to diagnosing a smooth road shake condition. 4. Road test the vehicle using the Electronic Vibration Analyzer (EVA) essential tool. Drive for a sufficient distance on a known, smooth road surface to duplicate the condition. Determine if the vehicle is sensitive to brake apply. If the brakes are applied lightly and the pulsation felt in the steering wheel increases, refer to the Brakes section of the service manual that deals with brake-induced pulsation. If you can start to hear the vibration as a low boom noise (in addition to feeling it), but cannot see it, the vehicle likely has a first order (one pulse per propshaft revolution) driveline vibration. Driveline first order vibrations are high enough in frequency that most humans can start to hear them at highway speeds, but are too high to be able to be easily seen. These issues can be caused by driveline imbalance or misalignment. If the vehicle exhibits this low boom and the booming pulses in-and-out on a regular basis (like a throbbing), chances are good that the vehicle could have driveline vibration. This type Page 6026 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6949 Arrows and Symbols ARROWS AND SYMBOLS Page 6206 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 1878 1. Slide the NEW battery current sensor (1) up onto the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive battery terminal prior to installation. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the positive battery cable. 3. Install the positive and negative battery cable. 4. Connect the I/P harness electrical connector (1) to the battery current sensor. Page 5393 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 613 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1395 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 6843 Page 8435 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 1071 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 3221 7. Remove the left side transmission mount lower nuts from the frame. 8. Remove the right side engine mount lower nuts from the frame. 9. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). 10. Support the rear of the frame (cradle) using an adjustable jackstand. 11. Remove the rear frame bolts from the frame. Caution To avoid part damage, do NOT lower the rear frame (cradle) more than 76 mm (3 in). 12. Lower the rear frame (cradle) no more than 76 mm (3 in). 1-2 Shift Solenoid Valve Replacement Shift Solenoid: Service and Repair 1-2 Shift Solenoid Valve Replacement 1-2 Shift Solenoid Valve Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the 1-2 shift solenoid electrical connector. 3. Remove the 1-2 shift solenoid retaining clip (314D) 4. Remove the 1-2 shift solenoid (315A). Installation Procedure 1. Install the 1-2 shift solenoid (315A). 2. Install the 1-2 shift solenoid retaining clip (314D). 3. Connect the 1-2 shift solenoid electrical connector. 4. Install the case side cover. Page 10298 Control Module: Service and Repair Transmission Control Module (TCM) Replacement Transmission Control Module Page 11591 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6447 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6284 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Brakes - Rattle Noise From Rear of Vehicle Parking Brake Shoe: All Technical Service Bulletins Brakes - Rattle Noise From Rear of Vehicle INFORMATION Bulletin No.: 08-05-26-001 Date: June 11, 2008 Subject: Information on Rattle Type Noise Heard from Rear of Vehicle Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala If a customer comments on a rattle type noise that can be heard from the rear of the vehicle while driving over sharp bumps, such as potholes or railroad tracks, this condition may be caused by the parking brake shoe retaining clip becoming loose AND allowing the shoes to contact the support plate. If routine diagnosis using SI does not reveal any obvious cause, inspect the parking brake shoe to make sure it is not loose in the retaining clip before replacing any suspension components. If it is determined that the shoes are loose, replace the park brake support plate. To reduce unnecessary warranty, please make every effort to inspect all components before ordering any new parts. Disclaimer Page 11781 Page 2790 Page 6063 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 7155 Page 12786 13. Insert the race and upper shaft assembly (1) into J 41688. 14. Rotate the driver 90 degrees in the counterclockwise direction in order to disengage the centering sphere. 15. Remove the shaft preload spring and the centering sphere from J 41688. 16. If necessary, discard the old centering sphere and the old joint preload spring. 17. Remove the 4 steering column support TORX screws from the steering column support assembly (1). 18. Dispose of the 4 steering column support TORX screws (2). 19. Remove the steering column support assembly (1) from the steering column jacket assembly (3). 20. Inspect the steering column for accident damage. Refer to Steering Column Accident Damage Inspection. Installation Procedure Page 10680 2. Install the wiring harness to the solenoid valve (315A, 315B, 322, 334 and/or 440), TFP manual valve position switch (395) and the temperature sensor (391). 3. Install the case side cover. Page 2195 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS A/T - 4T65E Fluid Leaking From A/T Vent Seals and Gaskets: Customer Interest A/T - 4T65E Fluid Leaking From A/T Vent TECHNICAL Bulletin No.: 01-07-30-032E Date: September 29, 2008 Subject: Transmission Oil Leaking From Transmission Vent (Replace Transmission Case Cover (Channel Plate) Gasket) Models: 1997-2009 GM Passenger Cars and Light Duty Trucks (including Saturn) with Hydra-Matic 4T65-E Automatic Transmission (RPOs MN3, MN7, M15, M76) Supercede: This bulletin is being revised to add the 2008 and 2009 model years. Please discard Corporate Bulletin Number 01-07-30-032D (Section 07 - Transmission/Transaxle). Condition Some customers may comment on a transmission oil leak. Cause This condition may be caused by an improperly torqued channel plate gasket. Correction To correct this condition, replace the case cover (channel plate) gaskets (429 and 430). Refer to Unit Repair publication in SI of the appropriate vehicle being serviced. Visual inspection of the upper gasket (1) will reveal damage at the referenced area. Parts Information Warranty Information Page 10227 Step 13 - Step 15 Page 6937 Passenger Car Zoning PASSENGER CAR ZONING Page 6040 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 2373 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 10621 Left Side Control Valve Body Assembly Page 11799 Page 2131 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 755 Passenger Car Zoning PASSENGER CAR ZONING Page 10962 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of OnStar(R) - Negative Impact of Cloth/Vinyl Roofs Emergency Contact Module: All Technical Service Bulletins OnStar(R) - Negative Impact of Cloth/Vinyl Roofs INFORMATION Bulletin No.: 02-08-44-007D Date: May 12, 2009 Subject: Negative Impact of Dealer-Installed Cloth/Vinyl Roofs on XM Radio and/or OnStar(R) Systems Models: 2002-2009 Passenger Cars and Trucks (Including Saturn) 2003-2009 HUMMER H2 2006-2009 HUMMER H3 2005-2009 Saab 9-7X with XM Radio (RPO U2K) and/or OnStar(R) (RPO UE1) .............................................................................................................................................................. .................................................................................. Supercede: This bulletin is being revised to include the 2009 model year. Please discard Corporate Bulletin Number 02-08-44-007C (Section 08 - Body and Accessories). .............................................................................................................................................................. .................................................................................. Dealers should not install a cloth or vinyl roof on vehicles that have been ordered with the XM radio option (RPO U2K) and/or OnStar(R) (RPO UE1). The performance of these systems may be negatively impacted by the installation of the cloth/vinyl roof. Additionally, water leaks may result from installing a cloth or vinyl roof on vehicles with roof-mounted antenna systems. Relocating the antenna to another spot on the vehicle exterior, in order to install a cloth or vinyl roof, is not advised either. The performance of the OnStar(R) and XM Radio antennas has been optimized for their current locations. Relocating the antennas may result in a performance degradation. Disclaimer Page 7779 Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Page 9419 Page 6225 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7453 6. Insert the J 38125-12A (GM P/N 12094429) into the corresponding terminal release cavity. The release cavities are the 2 center rows of cavities on one half of the connector. 7. Pressing the J 38125-12A (GM P/N 12094429) tool in the release cavity of the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and crimper in the J-38125 in order to replace the terminal. Tyco/AMP Connectors (Sensor) TYCO/AMP CONNECTORS (SENSOR) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. Page 3512 Passenger Car Zoning PASSENGER CAR ZONING Page 10420 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 9410 Page 6242 Crankshaft Position Sensor: Service and Repair Crankshaft Position System Variation Learn CKP SYSTEM VARIATION LEARN PROCEDURE IMPORTANT: - The Crankshaft Position (CKP) system variation learn procedure is also required when the following service procedures have been performed, regardless of whether DTC P0315 is set: An engine replacement - A engine control module (ECM) replacement - A crankshaft balancer replacement - A crankshaft replacement - A CKP sensor replacement - Any engine repairs which disturb the crankshaft to CKP sensor relationship. - The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP System Variation Learn Procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components: CKP sensors activity-If there is a CKP sensor condition, refer to the applicable DTC that set. - Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set. - Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature. 1. Install a scan tool. 2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC that set. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 3. With a scan tool, select the CKP System Variation Learn Procedure and perform the following: 1. Observe fuel cut-off for applicable engine. 2. Block drive wheels. 3. Set parking brake. 4. DO NOT apply brake pedal. 5. Cycle ignition from OFF to ON. 6. Apply and hold brake pedal for the duration of the procedure. 7. Start and idle engine. 8. Turn the air conditioning (A/C) OFF. 9. The vehicle must remain in Park or Neutral. 10. Accelerate to wide open throttle (WOT) and release when the fuel cut-off occurs. IMPORTANT: The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded. - While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete. 4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315. If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for the applicable DTC. See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures/P Code Charts/P0315 See: Computers and Control Systems/Testing and Inspection/Diagnostic Trouble Code Descriptions 5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully in order to store the CKP system variation values in the ECM memory. Page 6973 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 5592 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 9036 Page 4441 Remove the coolant inlet and outlet hoses/pipes from the engine pipes and the throttle body studs. Remove the coolant inlet and outlet hoses/pipes from the vehicle. Discard the old coolant hoses/pipes assembly. Remove the two lower throttle body studs from the upper intake manifold and discard. Replace the coolant inlet and outlet hoses/pipes with the revised part number listed below: All 2006 models listed in this bulletin use two 10 mm (0.4 in) longer throttle body studs, P/N 11562429. Replace the throttle body studs with longer 10 mm (0.4 in) studs. Refer to revised part numbers shown. Tighten Tighten the two studs to 6 N.m 53 lb in) Install the revised coolant inlet and outlet hoses/pipes assembly. Install the coolant inlet and outlet hoses/pipes clamp nuts to the throttle body studs. Tighten Tighten the nuts to 10 N.m (89 lb in). Body Controls - Body Control Module (BCM) Grounds Body Control Module: All Technical Service Bulletins Body Controls - Body Control Module (BCM) Grounds INFORMATION Bulletin No.: 07-08-47-004C Date: December 04, 2009 Subject: Information on Body Control Module (BCM) Grounds Models: 2006-2010 Buick Lucerne 2007-2010 Buick Enclave 2006-2010 Cadillac DTS 2007-2009 Cadillac SRX 2008-2010 Cadillac CTS 2006-2008 Chevrolet Monte Carlo 2006-2010 Chevrolet Impala 2007-2009 Chevrolet Equinox 2008-2010 Chevrolet Express, Traverse 2007-2010 GMC Acadia 2008-2010 GMC Savana 2007-2009 Pontiac Torrent 2007-2010 Saturn OUTLOOK 2008-2010 Saturn VUE 2008-2010 HUMMER H2 Supercede: This bulletin is being revised to update the models, model years and information. Please discard Corporate Bulletin Number 07-08-47-004B (Section 08 - Body & Accessories). The purpose of this bulletin is to inform dealers of an issue that could cause internal module damage to the Body Control Module (BCM). The BCM may be damaged when the module is supplied with battery power and the ground path is removed. You must remove the negative battery cable first before removing a BCM ground. Issue 1 Below is a list of vehicles and the components that the BCM ground path passes through. The negative battery cable must be removed when removing the components noted below. - 2008-2010 HUMMER H2 (Instrument panel electrical center) - 2008-2010 Saturn VUE (I/P splice pack) Issue 2 It is important to note when removing a ring terminal ground, splice pack connector, or inline harness connector for all the vehicles listed in the model section above, that it doesn't include a BCM ground path. You must remove the negative battery cable if you determine that it is a BCM ground path. As an example: If the BCM grounds become disconnected, internal damage to the BCM will occur. Other systems controlled by the BCM will also be affected, such as an inoperative or intermittent condition in one or more of the following systems: - Interior lighting will remain on or will not work - Exterior lighting will remain on or will not work - Remote keyless entry - Door locks - Power windows and mirrors - Remote vehicle start - Remote trunk release Page 9940 2. Connect the automatic shift lock actuator electrical connector. 3. Install the center console. 4. Connect the negative battery cable. Page 1211 NOTE: - Do not attach add-on vacuum operated equipment to this vehicle. The use of add-on vacuum equipment may result in damage to vehicle components or systems. - Connect any add-on electrically operated equipment to the vehicle's electrical system at the battery (power and ground) in order to prevent damage to the vehicle. Aftermarket, add-on, electrical and vacuum equipment is defined as any equipment installed on a vehicle after leaving the factory that connects to the vehicles electrical or vacuum systems. No allowances have been made in the vehicle design for this type of equipment. Add-on electrical equipment, even when installed to these strict guidelines, may still cause the powertrain system to malfunction. This may also include equipment not connected to the vehicle electrical system, such as portable telephones and radios. Therefore, the first step in diagnosing any powertrain condition is to eliminate all of the aftermarket electrical equipment from the vehicle. After this is done, if the problem still exists, the problem may be diagnosed in the normal manner. Electrostatic Discharge (ESD) Damage IMPORTANT: In order to prevent possible electrostatic discharge damage to the engine control module (ECM), DO NOT touch the connector pins on the ECM. The electronic components that are used in the control systems are often designed to carry very low voltage. The electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage, therefore, it is important to use care when handling and testing electronic components. Emissions Control Information Label The underhood Vehicle Emissions Control Information Label contains important emission specifications and setting procedures. In the upper left corner is the exhaust emission information. This identifies the year, the manufacturing division of the engine, the displacement of the engine in liters, the class of the vehicle, and type of fuel metering system. There is also an illustrated emission components and vacuum hose schematic. This label is located in the engine compartment of every General Motors vehicle. If the label has been removed, it can be ordered from GM service parts operations (GMSPO). Underhood Inspection IMPORTANT: This inspection is very important and must be done carefully and thoroughly. Perform a careful underhood inspection when performing any diagnostic procedure or diagnosing the cause of an emission test failure. This can often lead to repairing a condition without further steps. Use the following guidelines when performing an inspection: Inspect all of the vacuum hoses for correct routing, pinches, cuts, or disconnects. - Inspect any hoses that are difficult to see. - Inspect all of the wires in the engine compartment for the following conditions: Burned or chafed spots - Pinched wires - Contact with sharp edges - Contact with hot exhaust manifolds Page 3278 Check the power steering fluid level and bleed the system. Refer to Power Steering System Bleeding in SI. The hose section (1) where the leak can occur is shown above. On V8 applications, the fittings are crimped, therefore, the power steering cooler pipe/hose assembly must be replaced. Use the procedure listed below. Raise and support the vehicle. Place a drain pan under the vehicle. Remove the power steering cooler pipe/hose from the retaining clips on the frame. Disconnect both stabilizer shaft links from the shaft. Remove the left side engine mount lower nuts from the frame. Page 2941 Automatic Transmission Fluid Pressure Manual Valve Position Switch Connector, Wiring Harness Side Page 6660 Page 207 Page 2007 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 1257 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 5319 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 6944 Page 2137 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 10490 Page 3579 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the steering column from the vehicle. 3. Remove the following from the steering shaft: 1 The boot seal (5) 2 The steering shaft seal (4) 3 The sensor retainer (3) 4 The sensor locator (2) 4. Remove the steering wheel position sensor (1). 5. Remove the adapter and bearing assembly from the steering jacket assembly. Installation Procedure 1. Install the adapter and bearing assembly to the steering jacket assembly. Page 619 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 10085 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 3615 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6173 Page 7268 For vehicles repaired under warranty, use the table. Disclaimer Page 1185 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 7943 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 11482 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 9273 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7473 Page 6933 Page 8807 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 6016 Page 7108 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Service and Repair Rocker Arm Assembly: Service and Repair Valve Rocker Arm and Push Rod Replacement Removal Procedure Important: Place the valve train components in a rack in order to ensure that the components are installed in the same location from which they were removed. 1. Remove the valve rocker arm covers. 2. Loosen the valve rocker arm bolts. 3. Remove the rocker arms. 4. Remove the pushrods. ^ The intake push rods measure 147.51 mm (5.81 inch). ^ The exhaust push rods measure 154.87 mm (6.1 inch). Installation Procedure Page 8286 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6142 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5578 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 10979 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9892 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Cooling System - Coolant Leaking from Engine Coolant Line/Hose: Customer Interest Cooling System - Coolant Leaking from Engine TECHNICAL Bulletin No.: 07-06-02-006D Date: May 17, 2010 Subject: Coolant Leaking from Engine (Replace Coolant Crossover Pipe Gaskets) Models: 2006-2007 Buick Terraza 2009-2010 Buick Lucerne 2006-2007 Chevrolet Monte Carlo, Uplander 2006-2010 Chevrolet Impala, Malibu 2006-2007 Pontiac Montana SV6 2006-2009 Pontiac G6 2006-2007 Saturn Relay 2007-2009 Saturn AURA 2008-2009 Saturn VUE with 3.5L or 3.9L Engine (VINs N, K, I, R, W - RPOs LZ4, LZE, LZ9, LZ8, LGD) Supercede: This bulletin is being revised to add the Saturn VUE. Please discard Corporate Bulletin Number 07-06-02-006C (Section 06 - Engine/Propulsion System). Condition Some customers may comment on coolant leaking from the engine. Cause The gasket located between the coolant crossover pipe and the front of the right (rear side) cylinder head may be leaking. Correction Replace the coolant crossover pipe gaskets with updated service replacement gaskets. There are three coolant crossover designs. The second design crossover started during the 2008 model year. The second design crossover has an access hole for a cylinder head plug on the rear bank (bank 1). This crossover uses the three mounting hole gasket. The two examples below use the three hole gasket. The first design crossover does not have a hole in the bank area of the crossover. This crossover uses the four mounting hole gasket. Page 5232 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 12195 Page 7413 Page 8275 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Campaign - Keyless Entry Transmitter/Module Programming Technical Service Bulletin # 07007C Date: 070215 Campaign - Keyless Entry Transmitter/Module Programming Subject: Service Update for Inventory and Customer Vehicles-Remote Keyless Entry (RKE) Inoperative and Battery Rundown - Expires with Base Warranty # 07007C - (02/15/2007) Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2006-2007 Chevrolet Impala, Monte Carlo 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe 2007 GMC Yukon, Yukon XL 2007 Pontiac Torrent THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED TO ADDRESS VEHICLES WITHOUT A DRIVER INFORMATION CENTER (DIC) AND POWER DOOR LOCKS/WINDOWS, AND A CONDITION WHERE THE ODOMETER DISPLAYS METRIC UNITS INSTEAD OF ENGLISH UNITS. DISCARD ALL COPIES OF BULLETIN 07007AB ISSUED FEBRUARY 2007. TECHNICIAN MAY EXPERIENCE SLOW PERFORMANCE USING THE TIS2 WEB APPLICATION WHEN REPROGRAMMING THE VEHICLE TO CORRECT THE CONDITION TECHNICIANS MAY NOTICE THE SLOWER APPLICATION PERFORMANCE FROM MID-MORNING UNTIL LATE AFTERNOON TO ASSIST IN IMPROVING PERFORMANCE AND REDUCE PROGRAMMING TIME IT IS RECOMMENDED TO COMPLETE THE BULLETIN PROCEDURE ON CUSTOMER VEHICLES FIRST. VEHICLES IN INVENTORY SHOULD BE PROGRAMMED USING OFF PEAK HOURS IF SLOW PERFORMANCE IS EXPERIENCED. This bulletin provides a service procedure for reprogramming the remote control door lock receiver (RCDLR) and the remote keyless entry transmitter (FOB) on certain 2006-2007 Buick Lucerne; 2006-2007 Cadillac DTS; 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX; 2006-2007 Chevrolet Impala, Monte Carlo; 2007 Chevrolet Avalanche, Equinox, Suburban, Tahoe; 2007 GMC Yukon, Yukon XL; and 2007 Pontiac Torrent vehicles. On these vehicles, the RKE may become inoperative. Also, for the 2007 Cadillac Escalade, Escalade ESV, Escalade EXT; Chevrolet Avalanche, Suburban, Tahoe; and GMC Yukon, Yukon XL vehicles (GMT900 Utility) only, this bulletin provides a service procedure for reprogramming the body control module (BCM). On these vehicles, and under certain conditions such as operating the radio with the engine off the battery can become discharged, preventing engine start-up. This service procedure should be completed as soon as possible on involved vehicles currently in dealer inventory and customer vehicles that return to the dealer for any type of service during the New Vehicle Limited Warranty coverage period. Page 10012 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 2343 1. Position the APP sensor assembly to the vehicle. 2. Install the APP sensor assembly bolts. NOTE: Refer to Fastener Notice. Tighten the bolts to 5 N.m (44 lb in). 3. Connect APP sensor electrical connector (1). 4. Install the left I/P sound insulator. Page 8861 1. Install a NEW throttle body gasket. Align the locating tab of the gasket with the notch in the manifold. 2. Position the throttle body to the intake manifold. 3. Install the throttle body bolts/nuts. NOTE: Refer to Fastener Notice. Tighten the bolts/nuts to 10 N.m (89 lb in). 4. Position the heater inlet and outlet hose/pipe. 5. Position the heater inlet and outlet hose clamps at the engine pipes. 6. Install the heater inlet and outlet pipe clip nuts to the throttle body studs. Tighten the nuts to 10 N.m (89 lb in). Page 3220 Note - Two holes will be drilled for retro-fitting 2006 cradles with 2007 cooler pipe. - Technician will need to remove one clip from cooler pipe on top and replace with isolator and move the other to the front face of the cradle (and replace with isolator). - Technician will need to glue down the two isolators with Instant Adhesive-Gel, P/N 12345632 (US(, 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the vehicle to capture the power steering fluid when disconnecting the power steering return line. 3. Remove the air deflector. 4. Remove the power steering cooler pipe/hose from the retaining clips on the frame. 5. Disconnect both stabilizer shaft links from the shaft. 6. Remove the left side engine mount lower nuts from the frame. Page 7871 Manifold Pressure/Vacuum Sensor: Service and Repair MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the intake manifold cover. 2. Disconnect the manifold absolute pressure (MAP) sensor electrical connector (1). 3. Remove the spark plug wire clip from the intake manifold bracket, if necessary. 4. Remove the upper intake manifold bolts. 5. Remove the MAP sensor and bracket. 6. Remove the MAP sensor seal from the upper intake manifold. INSTALLATION PROCEDURE Page 284 Important: Secure the wiring harness so that there is no risk of chafing and rattling. 9.4. Fold back the wiring harness and tape over the connectors (C). Fold back the wiring harness once more and secure with cable ties (D). 9.5. Install the right-hand rear luggage compartment in accordance with WIS - 8. Body - Interior equipment - Adjustment/Replacement. 10. Install the ground cable to the battery's negative terminal. 11. Clear the diagnostic trouble codes. 12. Set the date and time, see WIS - 3. Electrical system - Information display (SID_ - Technical description. 2003-2005 Saab 9-3 (9400) 4D/5D; 2004-2005 Saab 9-3 (9400) CV 2003-2005 Saab 9-3 (9440) 4D/5D; 2004-2005 Saab 9-3 (9440) CV Notice: Handle the fiber optic cables with care or the signal may be distorted. ^ It is very important that the two leads in the connector are not confused with one another. ^ Do not splice the cables. ^ Do not bend the cable in a radius smaller than 25 mm (1 in). ^ Do not expose the cable to temperatures exceeding 185°F (85°C). ^ Keep the cable ends free from dirt and grime. ^ Do not expose the cable to impact as this may cause the transparent plastic to whiten, thereby reducing the intensity of the light and causing possible communication interruptions. ^ The cable should not lie against any sharp edges as this may cause increased signal attenuation. 1. Remove the ECU CU with a Tech 2(R) according to the following: Fault diagnosis - Select model year - Select Saab 9-3 Sport (9440) - All - Add/Remove - Control Module - CU/PU - Remove. 2. Remove the ground cable from the battery's negative terminal. 3. Remove the floor console in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 4. Pry out the signal line from the SRS control module to the OnStar(R) control module and secure it: Page 632 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 2251 Oxygen Sensor: Service and Repair Heated Oxygen Sensor Replacement - Position 2 HEATED OXYGEN SENSOR REPLACEMENT - POSITION 2 REMOVAL PROCEDURE NOTE: Refer to Heated Oxygen and Oxygen Sensor Notice. 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the connector position assurance (CPA) retainer (1). 3. Disconnect the heated oxygen sensor (HO2S) electrical connector (3). 4. Remove the HO2S electrical connector clip from the heat shield. 5. Remove the HO2S from the catalytic converter. Page 11862 Fuse Block - Underhood C3 (Part 1) Page 9355 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 6685 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 10406 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 11858 Fuse Block - Underhood C1 (Part 3) Page 5769 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 8973 Conversion - English/Metric (Part 1) Page 5717 Knock Sensor: Description and Operation KNOCK SENSOR (KS) The knock sensor (KS) system enables the control module to control the ignition timing for the best possible performance while protecting the engine from potentially damaging levels of detonation. The control module uses the KS system to test for abnormal engine noise that may indicate detonation, also known as spark knock. The KS system uses one or two flat response two-wire sensors. The sensor uses piezo-electric crystal technology that produces an AC voltage signal of varying amplitude and frequency based on the engine vibration or noise level. The amplitude and frequency are dependant upon the level of knock that the KS detects. The control module receives the KS signal through a signal circuit. The KS ground is supplied by the control module through a low reference circuit. The control module learns a minimum noise level, or background noise, at idle from the KS and uses calibrated values for the rest of the RPM range. The control module uses the minimum noise level to calculate a noise channel. A normal KS signal will ride within the noise channel. As engine speed and load change, the noise channel upper and lower parameters will change to accommodate the normal KS signal, keeping the signal within the channel. In order to determine which cylinders are knocking, the control module only uses KS signal information when each cylinder is near top dead center (TDC) of the firing stroke. If knock is present, the signal will range outside of the noise channel. If the control module has determined that knock is present, it will retard the ignition timing to attempt to eliminate the knock. The control module will always try to work back to a zero compensation level, or no spark retard. An abnormal KS signal will stay outside of the noise channel or will not be present. KS diagnostics are calibrated to detect faults with the KS circuitry inside the control module, the KS wiring, or the KS voltage output. Some diagnostics are also calibrated to detect constant noise from an outside influence such as a loose/damaged component or excessive engine mechanical noise. Description and Operation Electronic Throttle Actuator: Description and Operation THROTTLE ACTUATOR CONTROL (TAC) SYSTEM DESCRIPTION PURPOSE The throttle actuator control (TAC) system delivers improved throttle response and greater reliability and eliminates the need for mechanical cable. The TAC system performs the following functions: Accelerator pedal position sensing - Throttle positioning to meet driver and engine demands - Throttle position sensing - Internal diagnostics - Cruise control functions - Manage TAC electrical power consumption The TAC system includes the following components: The accelerator pedal position (APP) sensors - The throttle body assembly - The engine control module (ECM) ACCELERATOR PEDAL POSITION (APP) SENSOR The accelerator pedal contains 2 individual accelerator pedal position (APP) sensors within the assembly. The APP sensors 1 and 2 are potentiometer type sensors each with 3 circuits: A 5-Volt reference circuit - A low reference circuit - A signal circuit The APP sensors are used to determine the pedal angle. The engine control module (ECM) provides each APP sensor a 5-Volt reference circuit and a low reference circuit. The APP sensors provide the ECM with signal voltage proportional to the pedal movement. The APP sensor 1 signal voltage at rest position is less than 1 volt and increases to more than 4 volts as the pedal is actuated. The APP sensor 2 signal voltage at rest position is less than 0.60 volts and increases to more than 2 volts as the pedal is actuated. THROTTLE BODY ASSEMBLY The throttle assembly contains the following components: The throttle blade - The throttle actuator motor - The throttle position (TP) sensor 1 and 2 The throttle body functions similar to a conventional throttle body with the following exceptions: An electric motor opens and closes the throttle valve. - The throttle blade is spring loaded in both directions and the default position is slightly open. - There are 2 individual TP sensors within the throttle body assembly. The TP sensors are used to determine the throttle plate angle. The TP sensors provide the engine control module (ECM) with a signal voltage proportional to throttle plate movement. The TP sensor 1 signal voltage at closed throttle is above 4 volts and decreases as the throttle plate is opened. The TP sensor 2 signal voltage at closed throttle is below 1 volt and increases as the throttle plate is opened. ENGINE CONTROL MODULE The engine control module (ECM) is the control center for the throttle actuator control (TAC) system. The ECM determines the drivers intent and then calculates the appropriate throttle response. The ECM achieves throttle positioning by providing a pulse width modulated voltage to the TAC motor. MODES OF OPERATION Normal Mode During the operation of the throttle actuator control (TAC) system, several modes or functions are considered normal. The following modes may be entered during normal operation: Minimum pedal value-At key-up, the engine control module (ECM) updates the learned minimum pedal value. - Minimum throttle position (TP) values-At key-up, the ECM updates the learned minimum TP value. In order to learn the minimum TP value, the throttle blade is moved to the closed position. - Ice break mode-If the throttle is not able to reach a predetermined minimum throttle position, the ice break mode is entered. During the ice break mode, the ECM commands the maximum pulse width several times to the throttle actuator motor in the closing direction. - Battery saver mode-After a predetermined time without engine RPM, the ECM commands the battery saver mode. During the battery saver mode, the TAC module removes the voltage from the motor control circuits, which removes the current draw used to maintain the idle position and allows the throttle to return to the spring loaded default position. Reduced Engine Power Mode Brakes - Rattle Noise From Rear of Vehicle Parking Brake Shoe: Customer Interest Brakes - Rattle Noise From Rear of Vehicle INFORMATION Bulletin No.: 08-05-26-001 Date: June 11, 2008 Subject: Information on Rattle Type Noise Heard from Rear of Vehicle Models: 2006-2007 Chevrolet Monte Carlo 2006-2008 Chevrolet Impala If a customer comments on a rattle type noise that can be heard from the rear of the vehicle while driving over sharp bumps, such as potholes or railroad tracks, this condition may be caused by the parking brake shoe retaining clip becoming loose AND allowing the shoes to contact the support plate. If routine diagnosis using SI does not reveal any obvious cause, inspect the parking brake shoe to make sure it is not loose in the retaining clip before replacing any suspension components. If it is determined that the shoes are loose, replace the park brake support plate. To reduce unnecessary warranty, please make every effort to inspect all components before ordering any new parts. Disclaimer Engine Controls - Aftermarket Accessory Usage Engine Control Module: Technical Service Bulletins Engine Controls - Aftermarket Accessory Usage INFORMATION Bulletin No.: 04-06-04-054B Date: November 18, 2010 Subject: Info - Non-GM Parts and Accessories (Aftermarket) Models: 2011 and Prior GM Passenger Cars and Trucks Supercede: This bulletin is being revised to add model years and update to the new U.S. Fixed Operation Manager (FOM) and Canada Warranty Manager (WM) names. Please discard Corporate Bulletin Number 04-06-04-054A (Section 06 - Engine/Propulsion System). The recent rise and expansion of companies selling non-GM parts and accessories has made it necessary to issue this reminder to dealers regarding GM's policy on the use and installation of these aftermarket components. When a dealer is performing a repair under the New Vehicle Limited Warranty, they are required to use only genuine GM or GM-approved parts and accessories. This applies to all warranty repairs, special policy repairs or any repairs paid for by GM. Parts and accessories advertised as being "the same" as parts manufactured by GM, but not sold through GM, do not qualify for use in warranty repairs, special policy repairs or any repairs paid for by GM. During a warranty repair, if a GM original equipment part is not available through GM Customer Care and Aftersales (GM CC&A;), ACDelco(R) distributors, other GM dealers or approved sources, the dealer is to obtain comparable, non-GM parts and clearly indicate, in detail, on the repair order the circumstances surrounding why non-GM parts were used. The dealer must give customers written notice, prior to the sale or service, that such parts or accessories are not marketed or warranted by General Motors. It should also be noted that dealers modifying new vehicles and installing equipment, parts and accessories obtained from sources not authorized by GM are responsible for complying with the National Traffic and Motor Vehicle Safety Act. Certain non-approved parts or assemblies, installed by the dealer or its agent not authorized by GM, may result in a change to the vehicle's design characteristics and may affect the vehicle's ability to conform to federal law. Dealers must fully understand that non-GM approved parts may not have been validated, tested or certified for use. This puts the dealer at risk for potential liability in the event of a part or vehicle failure. If a GM part failure occurs as the result of the installation or use of a non-GM approved part, the warranty will not be honored. A good example of non-authorized modification of vehicles is the result of an ever increasing supply of aftermarket devices available to the customer, which claim to increase the horsepower and torque of the Duramax(TM) Diesel Engines. These include the addition of, but are not limited to one or more of the following modifications: - Propane injection - Nitrous oxide injection - Additional modules (black boxes) that connect to the vehicle wiring systems - Revised engine calibrations downloaded for the engine control module - Calibration modules which connect to the vehicle diagnostic connector - Modification to the engine turbocharger waste gate Although the installation of these devices, or modification of vehicle components, can increase engine horsepower and torque, they may also negatively affect the engine emissions, reliability and/or durability. In addition, other powertrain components, such as transmissions, universal joints, drive shafts, and front/rear axle components, can be stressed beyond design safety limits by the installation of these devices. General Motors does not support or endorse the use of devices or modifications that, when installed, increase the engine horsepower and torque. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy that prevents any UNAUTHORIZED dealer warranty claim submissions to any remaining warranty coverage, to the powertrain and driveline components whenever the presence of a non-GM (aftermarket) calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Refer to the latest version of Bulletin 09-06-04-026 (V8 Gas Engines) or 06-06-01-007 (Duramax(TM) Diesel Engines) for more information on dealer requirements for calibration verification. These same policies apply as they relate to the use of non-GM accessories. Damage or failure from the use or installation of a non-GM accessory will not be covered under warranty. Failure resulting from the alteration or modification of the vehicle, including the cutting, welding or disconnecting of the vehicle's original equipment parts and components will void the warranty. Additionally, dealers will NOT be reimbursed or compensated by GM in the event of any legal inquiry at either the local, state or federal level that Page 11479 Metric Prevailing Torque Fastener Minimum Torque Development ENGLISH PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Checking Aftermarket Accessories CHECKING AFTERMARKET ACCESSORIES Do not connect aftermarket accessories into the following circuits: - SIR circuits, all such circuits are indicated on circuit diagrams with the SIR symbol. CAUTION: Refer to SIR Caution in Service Precautions. - OBD II circuits, all such circuits are indicated on circuit diagrams with the OBD II symbol. NOTE: Refer to OBD II Symbol Description Notice in Service Precautions. Always check for aftermarket accessories (non-OEM) as the first step in diagnosing electrical problems. If the vehicle is so equipped, disconnect the Page 6223 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 13260 Air Door Actuator / Motor: Service and Repair Mode Actuator Replacement MODE ACTUATOR REPLACEMENT Page 1380 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 13209 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 8396 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 1154 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 9716 Input Speed Sensor Connector, Wiring Harness Side Page 12868 24. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (4) ^ A pin hole (2) for the centering pin-Note the location of the pin hole. ^ An alignment mark (3) on the flush rotor flange cuff (4) for installation ^ A foam ring (1) 25. Remove the connector from the sensor. 26. Remove the sensor from the adapter and bearing assembly. 27. To install the sensor, proceed to step 21 in the installation procedure. Installation Procedure 1. Important: If reusing the existing sensor, no centering of the sensor is required. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on your right. From the technicians point of view, the BACK of the sensor (2) connector will be on your left. 3. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 4. Install the connector to the sensor. 5. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (4) ^ A pin hole (7) for the centering pin-Note the location of the pin hole. ^ A flushed rotor flange cuff (6) ^ An alignment mark (5) for installation 6. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ A foam ring (3) Electrical - Battery Goes Dead Overnight Body Control Module: Customer Interest Electrical - Battery Goes Dead Overnight Bulletin No.: 06-06-03-009 Date: October 19, 2006 INFORMATION Subject: Diagnostic Information on Battery Draw No Start - Body Control Module, BCM Power Timer Models: 2006-2007 Buick Lucerne 2006-2007 Cadillac DTS 2006-2007 Chevrolet Impala, Monte Carlo 2007 Cadillac Escalade, Escalade ESV, Escalade EXT, SRX 2007 Chevrolet Avalanche, Equinox, Tahoe, Silverado, Suburban 2007 GMC Sierra, Yukon, Yukon XL, Denali, Denali XL 2007 Pontiac Torrent When performing normal diagnosis on a battery that has gone dead overnight, a technician may notice that the vehicle has approximately 4.1 amp draw on the system. The draw may be steady or may drop down to a low milliamp reading for 1-2 seconds and then rise back up to the 4.1 amp range. If this amp draw condition is observed, check for aftermarket accessories or an improperly installed GM accessory that is wired into circuit 6815 (orange wire) for courtesy lamps. Anytime aftermarket accessories are installed into the courtesy lamp circuit, it can cause the inadvertent power timer in the body control module (BCM) to keep resetting. The BCM will remain awake and cause the draw of approximately 4.1 amps. When servicing a vehicle with this concern, back out pin 1 of the connector 2 at the BCM and see if the draw goes away. If the draw goes away, check for an aftermarket accessory (Lojack, non-factory DVD system, alarm, etc.) that is improperly installed in circuit 6815. Disclaimer Page 1290 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12036 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 4259 Once the seal is removed from the crankshaft, remove and save all eight screws and discard the old seal. Clean the crankshaft sealing surface with a clean, lint free towel. Inspect the lead-in edge of the crankshaft for burrs or sharp edges that could damage the rear main oil seal. Remove any burrs or sharp edges with crocus cloth or equivalent before proceeding. Installation Procedure Do not remove the protective nylon sleeve from the new rear main seal prior to installation. The EN-48108 is designed to install the rear main seal with the protective sleeve in place. Never apply or use any oil, lubricants or sealing compounds on the crankshaft rear main oil seal. Align the mandrel dowel pin (EN-48108) to the dowel pin hole in the crankshaft. Refer to the above illustration. Junction Block Replacement - Accessory Wiring Fuse Block: Service and Repair Junction Block Replacement - Accessory Wiring JUNCTION BLOCK REPLACEMENT - ACCESSORY WIRING REMOVAL PROCEDURE 1. Disconnect the negative battery cable. 2. Remove the left instrument panel (I/P) insulator. 3. Remove the screws from the accessory wiring junction block. 4. Adjust the junction block for access. 5. Remove the circuit breakers (4) and the relays from the junction block as required. 6. If necessary remove the junction block from the bracket assembly. INSTALLATION PROCEDURE 1. If necessary install the junction block to the bracket assembly. 2. Install the circuit breakers (4) and the relays to the junction block as required. 3. Position the junction block to the I/P carrier. 4. Install the junction block screws. NOTE: Refer to Fastener Notice in Service Precautions. Tighten the screws to 10 N.m (89 lb in). 5. Install the left I/P insulator. 6. Connect the negative battery cable. Service and Repair Thermostat Housing: Service and Repair Thermostat Housing Replacement (RPO's LZE/LZ4/LZ9) Removal Procedure The content of this article reflects the changes identified in TSB - 07-06-02-007 1. Drain the cooling system. Refer to Draining and Filling Cooling System (LS4 Static Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9 Static Fill) Draining and Filling Cooling System (9C1, 9C3 Static Fill) Draining and Filling Cooling System (LS4 GE 47716 Fill) Draining and Filling Cooling System (LZE, LZ4, LZ9, 9C1, 9C3 GE 4771 Fill). 2. Remove the air cleaner outlet duct. 3. Reposition the radiator outlet hose clamp at the thermostat housing. 4. Remove the radiator outlet hose from the thermostat housing (3.5L shown, 3.9L similar). 5. Remove the thermostat housing bolt/stud. 6. Remove the thermostat housing and gasket. Page 4287 Using a wrench, turn the drive nut on the threaded force screw shaft (2), this will push the seal into the engine front cover. Continue to turn the drive nut (2) with the wrench until the installer body (1) is snug and flush against the engine front cover. Loosen and remove the drive nut from the threaded force screw shaft, washer, bearing, and installer body. Verify that the seal has seated properly, flush against front cover flange (1). Install the crankshaft balancer. Refer to Crankshaft Balancer Replacement in SI. Inspect for proper fluid levels. Inspect for leaks. Parts Information Page 4484 Diagrams Circuit Breaker: Diagrams Circuit Breaker #1 Page 6011 Page 6442 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 12700 Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor Centering Steering Wheel Position Sensor Centering Removal Procedure 1. Important: Identify the type of steering wheel position sensor from the illustrations shown BEFORE removing the sensor from the steering column. Once you have identified the steering wheel position sensor, follow the instructions listed in the removal procedure. Verify the type of steering wheel position sensor. 2. From the technicians point of view, the FRONT of the sensor (1) connector will be on the right. 3. Important: If reusing the existing sensor, you do not have to align the sensor before removal. Centering is not required when it is time to reinstall. Remove the connector from the sensor. 4. Remove the sensor (1) from the adapter and bearing assembly. 5. To install the sensor, proceed to step 1 in the installation information. 6. From the technicians point of view, the FRONT of the sensor will have: ^ A foam ring (2) ^ A pin hole (1) for centering the pin. Note the location of the pin hole. ^ A flush rotor flange cuff (4) 7. Important: If reusing the existing sensor, you must make an alignment mark on the rotor flange cuff (3) before removing the sensor. Failure to do so will cause misalignment when installing the sensor. A new sensor will be required if misaligned. Make an alignment mark on the flush rotor flange cuff (3). 8. Remove the connector from the sensor. 9. Remove the sensor from the adapter and bearing assembly. 10. To install the sensor, proceed to step 5 in the installation procedure. Page 11634 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 6331 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 2662 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 8929 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9427 Conversion - English/Metric (Part 1) Page 206 Page 1674 Page 2187 Page 3827 Tires: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 7915 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Page 2008 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5607 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 6782 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7946 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 9092 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 676 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 11390 1. Install the hub and bearing assembly (2) to the vehicle. 2. Install the front wheel speed sensor jumper harness electrical connector (1). 3. Install the wheel and tire assembly. 4. Lower the vehicle. 5. Turn the ignition switch to the ON position with the engine OFF. 6. Perform the Diagnostic System Check - Vehicle. See: Testing and Inspection/Initial Inspection and Diagnostic Overview/Diagnostic System Check - Vehicle Page 12237 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 8711 Diagram Information and Instructions Shift Solenoid: Diagram Information and Instructions Electrical Symbols Page 2374 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 494 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Page 11951 Important The following information MUST be documented on the repair order. Failure to do so may result in a chargeback. - Customer vehicle condition. - Was a Service Lamp or Service Message illuminated? If yes, specify which Service Lamp or Service Message. - Was a DTC(s) set? If yes, specify which DTC(s) were set. - After following the procedure contained within this bulletin, could the condition be duplicated? ‹› If the condition was not duplicated, then document the affected module/component connector name and number on the repair order. - If the condition was duplicated after the procedure contained within this bulletin was followed, and additional diagnosis led to the replacement of a module or component, the SI Document ID Number MUST be written on the repair order. Parts Information Alternate Distributor For All of North America Note NyoGel(R) 760G Lubricant* is equivalent to GMSPO P/N 12377900, and P/N 10953529 (Canada), specified for use to correct the condition in this bulletin. *We believe this source and their products to be reliable. There may be additional manufacturers of such products/materials. General Motors does not endorse, indicate any preference for, or assume any responsibility for the products or material from this firm or for any such items that may be available from other sources. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use the appropriate/closest labor operation depending upon the module/component connection that the dielectric lubricant was applied to: Warranty Information (Saab Models) Thermo Element Replacement Transmission Temperature Sensor/Switch: Service and Repair Thermo Element Replacement Thermo Element Replacement ^ Tools Required J 34094-A Thermo Element Height Gage Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the oil pan. 3. Remove the thermo element pins (120, 123) and the washers. 4. Remove the thermo element (121) and the thermo element plate (122). Installation Procedure 1. Use the J 34094-A to set the middle thermo pin (123). 2. Install the new thermo element plate (122). 3. Install the pin (120) and the washer. 4. Use the J 34094-A to set the height of the pin and the washer furthest from the accumulator. 5. Use the J 34094-A to set the height of the second pin (120) and the washer. 6. Install the thermo element (121) between the two pins (120). The V in the thermo element (121) must contact the thermo element plate (122). 7. Install the oil pan. Engine - Noise/Damage Oil Filter Application Importance Oil Filter: Technical Service Bulletins Engine - Noise/Damage Oil Filter Application Importance INFORMATION Bulletin No.: 07-06-01-016B Date: July 27, 2009 Subject: Information on Internal Engine Noise or Damage After Oil Filter Replacement Models: 2010 and Prior Passenger Cars and Trucks (Including Saturn) 2010 and Prior HUMMER H2, H3 2009 and Prior Saab 9-7X Supercede: This bulletin is being updated to add model years. Please discard Corporate Bulletin Number 07-06-01-016A (Section 06 - Engine/Propulsion System). Important Engine damage that is the result of an incorrect or improperly installed engine oil filter is not a warrantable claim. The best way to avoid oil filter quality concerns is to purchase ACDelco(R) oil filters directly from GMSPO. Oil filter misapplication may cause abnormal engine noise or internal damage. Always utilize the most recent parts information to ensure the correct part number filter is installed when replacing oil filters. Do not rely on physical dimensions alone. Counterfeit copies of name brand parts have been discovered in some aftermarket parts systems. Always ensure the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Refer to the appropriate Service Information (SI) installation instructions when replacing any oil filter and pay particular attention to procedures for proper cartridge filter element alignment. If the diagnostics in SI (Engine Mechanical) lead to the oil filter as the cause of the internal engine noise or damage, dealers should submit a field product report. Refer to Corporate Bulletin Number 02-00-89-002I (Information for Dealers on How to Submit a Field Product Report). Disclaimer Page 4531 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 7755 Page 11149 WORKSHEET - BRAKE LATHE CALIBRATION Important Brake lathe calibration should be performed and recorded monthly or if you are consistently measuring high LRO after rotor refinishing. Disclaimer GM Brake Service Procedure GM BRAKE SERVICE PROCEDURE 1. Remove the wheel and caliper. 2. Measure rotor thickness. In order to determine if the rotor can be refinished, do the following steps: Important Page 5883 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8968 Page 6757 Page 8033 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 10984 11. Apply 60/40 rosin core solder to the opening in the back of the clip. Follow the manufacturer's instructions for the solder equipment. 12. Tape the splice. Roll on enough tape in order to duplicate the thickness of the insulation on the existing wires. 13. Additional tape can be applied to the wire if the wire does not belong in a conduit or another harness covering. Use a winding motion in order to cover the first piece of tape. Splicing Copper Wire Using Splice Sleeves SPLICING COPPER WIRE USING SPLICE SLEEVES TOOLS REQUIRED J-38125 Terminal Repair Kit IMPORTANT: Use only duraseal splice sleeves. Other splice sleeves may not protect the splice from moisture or provide a good electrical connection. Use duraseal splice sleeves to form a one-to-one splice on all types of insulation except tefzel and coaxial. Use duraseal splice sleeves where there is Page 7996 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5881 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 6033 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 29 Conversion - English/Metric (Part 1) Electrical - Various Systems Concerns Body Control Module: Customer Interest Electrical - Various Systems Concerns Bulletin No.: 07-08-47-001 Date: January 05, 2007 TECHNICAL Subject: Various Electrical Concerns - Hood Open Message Displayed, Systems Inoperative: Door Locks, Windshield Wiper/Washer, Trunk Release, Courtesy Lamps, (Replace BCM and Install Connector Service Kit) Models: 2006 Chevrolet Impala, Monte Carlo Condition Some customers may comment on various electrical concerns. Some of the conditions that may be present are: Hood Open Message Displayed in DIC When Hood Is Closed Door Locks Inoperative Windshield Wiper/Washer Inoperative Trunk Release Inoperative Dome and Courtesy Lamps Inoperative Cause These conditions may be due to the engine cooling fans inducing a voltage spike that causes internal damage to the BCM. Correction Replace the BCM and install connector service kit, P/N 25777448, at the BCM to prevent these conditions from reoccurring. Remove the push pin retainers and the left side closeout/insulator panel. Remove the retaining screws and the steering column opening filler panel. Remove the retaining bolts and the driver knee bolster. Disconnect the BCM connectors. Remove the BCM from its mounting bracket. Install the new BCM to its mounting bracket. Remove the BCM wiring harness clip to allow for slack. Install diode # 1. Locate BCM connector C4 (black). Open the harness by removing the tape. Locate the pink/black wire, circuit 109, connector pin 17. Cut the wire approximately 25 mm (1 in) up from the connector end. Splice in the diode using the supplied duraseal splice sleeves. Red lead wire (+) goes toward the BCM. Shrink the insulation around the splice using a heat torch. Tape the diode to the harness using electrical tape. Install diode # 2. Page 2853 special requirements such as moisture sealing. Follow the instructions below in order to splice copper wire using duraseal splice sleeves. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches, and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original. - The wires insulation must have the same or higher temperature rating (4). Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced (1). 5. Select the proper duraseal splice sleeve (2) and the required crimp nest tool. Refer to the Crimp and Seal Splice Table. 6. Place the duraseal splice sleeve in the J-38125-8 (GM P/N 12085115) crimp tool nest so that the crimp falls at point 1 on the splice. 7. Close the hand crimper handles slightly in order to hold the duraseal splice sleeve firmly in the proper crimp tool nest. 8. Insert the wires into the duraseal splice sleeve until the wire hits the barrel stop. The splice sleeve has a stop in the middle of the barrel in order to prevent the wire from passing through the splice (3). 9. Close the handles of the J-38125-8 (GM P/N 12085115), until the crimper handles open when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. 10. Shrink the insulation around the splice. - Using the heat torch, apply heat to the crimped area of the barrel. - Gradually move the heat barrel to the open end of the tubing. The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Splicing Inline Harness Diodes SPLICING INLINE HARNESS DIODES Many vehicle electrical systems use a diode to isolate circuits and protect the components from voltage spikes. When installing a new diode use the following procedure. 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the diode. 2. If the diode is taped to the harness, remove all of the tape. 3. Check and record the current flow direction and orientation of diode. 4. Remove the inoperative diode from the harness with a suitable soldering tool. Page 3553 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 1542 Wheel Speed Sensor: Diagrams Wheel Speed Sensor (WSS) - RF Wheel Speed Sensor (WSS) - RF Reverse Lockout Solenoid Wheel Speed Sensor (WSS) - RF Wheel Speed Sensor (WSS) - RF Page 9108 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 7931 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Angle Sensor: Service and Repair Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Steering Wheel Position Sensor or Steering Shaft Lower Bearing Replacement Removal Procedure 1. Caution: Refer to Restraint System Caution in Service Precautions. Disable the SIR system. Refer to Restraint System Disabling and Enabling Zone 3. 2. Remove the steering column from the vehicle. 3. Remove the following from the steering shaft: 1 The boot seal (5) 2 The steering shaft seal (4) 3 The sensor retainer (3) 4 The sensor locator (2) 4. Remove the steering wheel position sensor (1). 5. Remove the adapter and bearing assembly from the steering jacket assembly. Installation Procedure 1. Install the adapter and bearing assembly to the steering jacket assembly. Page 5322 Circuit Protection - Fuses CIRCUIT PROTECTION - FUSES The fuse is the most common method of an automotive wiring circuit protection. Whenever there is an excessive amount of current flowing through a circuit the fusible element will melt and create an open or incomplete circuit. Fuses are an one time protection device and must be replaced each time the circuit is overloaded. To determine if a fuse is open, remove the suspected fuse and examine the element in the fuse for an open (2). If not broken (1), also check for continuity using a DMM or a continuity tester. If the element is open or continuity is suspect, replace the fuse with one of equal current rating. Circuit Protection - Fusible Links CIRCUIT PROTECTION - FUSIBLE LINKS Fusible link is wire designed to melt and break continuity when excessive current is applied. It is often located between or near the battery and starter or electrical center. Use a continuity tester or a DMM at each end of the wire containing the fusible link in order to determine if it is broken. If broken, it must be replaced with fusible link of the same gage size. Repairing a Fusible Link IMPORTANT: Fusible links cut longer than 225 mm (approximately 9 in) will not provide sufficient overload protection. Refer to Splicing Copper Wire Using Splice Clips. Flat Wire Repairs FLAT WIRE REPAIRS Page 8556 Fuel Rail: Service and Repair FUEL RAIL ASSEMBLY REPLACEMENT REMOVAL PROCEDURE An 8-digit identification number is stamped on the fuel rail. Refer to this number if servicing or part replacement is required. CAUTION: In order to reduce the risk of fire and personal injury that may result from a fuel leak, always install the fuel injector O-rings in the proper position. If the upper and lower O-rings are different colors (black and brown), be sure to install the black O-ring in the upper position and the brown O-ring in the lower position on the fuel injector. The O-rings are the same size but are made of different materials. NOTE: Cap the fittings and plug the holes when servicing the fuel system in order to prevent dirt and other contaminants from entering the open pipes and passages. IMPORTANT: If the fuel injectors are found to be leaking, the engine oil may be contaminated with fuel. 1. Disconnect the fuel feed pipe from the fuel rail. 2. Disconnect any remaining electrical connectors. 3. Remove the upper intake manifold. 4. Remove the fuel injector harness connector bracket bolt from the intake manifold. 5. Disconnect the camshaft position (CMP) sensor electrical connector. 6. Disconnect the engine coolant temperature (ECT) sensor electrical connector. 7. Remove the fuel rail bolts. 8. Remove the fuel rail. 9. Remove the O-ring from the spray tip end of each injector. 10. Discard the O-rings if damaged. 11. Remove the fuel injector retaining clip (1), if required. NOTE: Use care in removing the fuel injectors in order to prevent damage to the fuel injector electrical connector pins or the fuel injector nozzles. Do not immerse the fuel injector in any type of cleaner. The fuel injector is an electrical component and may be damaged by this cleaning method. Page 11608 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 3044 Air Filter Element: Service and Repair AIR CLEANER ELEMENT REPLACEMENT REMOVAL PROCEDURE 1. Remove the air cleaner outlet duct. 2. Release the spring clamps on top of the air cleaner housing. 3. Remove the air cleaner housing cover. 4. Remove the air filter element. INSTALLATION PROCEDURE 1. Install a NEW air filter element. 2. Install the air cleaner housing cover. 3. Engage the spring clamps on top of the air cleaner housing. 4. Install the air cleaner outlet duct. Page 7328 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 7398 Note All pictures must be sent as a.jpg file. 27. E-mail a copy of the screenshot to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 28. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 29. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Warranty Information - The Dealership Service Management must be involved in any situation that would justify the use of labor operation Z1111. - Notify the Fixed Operations Manager (FOM) (Warranty Manager (WM) in Canada) of the situation. - All claims will have to be routed to the FOM (WM in Canada) for approval. - Please refer to Corporate Bulletin Number 09-00-89-016, Labor Operation Z1111 - Suspected Tampering or Vehicle Modifications for important information. For vehicles repaired under warranty, use the table. Disclaimer Page 8665 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Start in the middle and gradually move the heat barrel to the open ends of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. Heated Oxygen Sensor Wiring Repairs HEATED OXYGEN SENSOR (HO2S) WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit NOTE: Do not solder repairs under any circumstances as this could result in the air reference being obstructed. If the heated oxygen sensor pigtail wiring, connector, or terminal is damaged the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, connector, or terminals. In order for the sensor to function properly it must have a clean air reference. This clean air reference is obtained by way of the oxygen sensor signal and heater wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade oxygen sensor performance. The following guidelines should be used when servicing the heated oxygen sensor: Do not apply contact cleaner or other materials to the sensor or vehicle harness connectors. These materials may get into the sensor, causing poor performance. Also, the sensor pigtail and harness wires must not be damaged in such a way that the wires inside are exposed. This could provide a path for foreign materials to enter the sensor and cause performance problems. - Neither the sensor nor vehicle lead wires should be bent sharply or kinked. Sharp bends, kinks, etc., could block the reference air path through the lead wire. - Do not remove or defeat the oxygen sensor ground wire (where applicable). Vehicles that utilize the ground wire sensor may rely on this ground as the only ground contact to the sensor. Removal of the ground wire will also cause poor engine performance. - To prevent damage due to water intrusion, be sure that the peripheral seal remains intact on the vehicle harness connector. The engine harness may be repaired using the J-38125. High Temperature Wiring Repairs HIGH TEMPERATURE WIRING REPAIRS TOOLS REQUIRED Page 7352 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 6758 Page 7308 Page 4875 Arrows and Symbols ARROWS AND SYMBOLS Page 5213 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 12630 Heater Core Cover Replacement Heater Core: Service and Repair Heater Core Cover Replacement HEATER CORE COVER REPLACEMENT Page 7326 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 7483 Engine Control Module (ECM) C3 (Part 1) Page 9060 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 5974 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 5070 Page 870 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 8253 Page 9749 4. Remove the automatic shift lock actuator from the pivot point (1), the base of the shift lock control and the vehicle. Installation Procedure Page 2522 Page 4874 Page 9872 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Locations Main Relay (Computer/Fuel System): Locations Location View Page 6998 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 1668 Page 7895 Page 9158 Conversion - English/Metric (Part 1) Page 1859 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 10925 Passenger Car Zoning PASSENGER CAR ZONING Page 6286 Refer to the table as a guide in selecting the correct test adapter for frontprobing connectors: Backprobe IMPORTANT: Do not disconnect the connector and probe the terminals from the harness side (back) of the connector. - Backprobe connector terminals only when specifically required in diagnostic procedures. - Do not backprobe a sealed (Weather Pack(R)) connector, less than a 280 series Metri-Pack connector, a Micro-Pack connector, or a flat wire (dock and lock) connector. - Backprobing can be a source of damage to connector terminals. Use care in order to avoid deforming the terminal, either by forcing the test probe too far into the cavity or by using too large of a test probe. - After backprobing any connector, inspect for terminal damage. If terminal damage is suspected, test for proper terminal contact. Scan Tool Snapshot Procedure SCAN TOOL SNAPSHOT PROCEDURE TOOLS REQUIRED J 42598 Vehicle Data Recorder Diagrams Battery Current Sensor Page 8480 Page 1701 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 6564 Page 11620 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 2228 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Shift Interlock Solenoid: Service and Repair Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Automatic Transmission Shift Lock Actuator Replacement (Floor Shift) Removal Procedure 1. Disconnect the negative battery cable. 2. Remove the center console. 3. Disconnect the automatic shift lock actuator electrical connector. Page 1494 Page 11900 Warranty Information (excluding Saab U.S. Models) For vehicles repaired under warranty, use the appropriate labor operation for the source of the water leak Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 3262 Note - Two holes will be drilled for retro-fitting 2006 cradles with 2007 cooler pipe. - Technician will need to remove one clip from cooler pipe on top and replace with isolator and move the other to the front face of the cradle (and replace with isolator). - Technician will need to glue down the two isolators with Instant Adhesive-Gel, P/N 12345632 (US(, 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 1. Raise and support the vehicle. Refer to the Lifting and Jacking the Vehicle procedure in SI. 2. Place a drain pan under the vehicle to capture the power steering fluid when disconnecting the power steering return line. 3. Remove the air deflector. 4. Remove the power steering cooler pipe/hose from the retaining clips on the frame. 5. Disconnect both stabilizer shaft links from the shaft. 6. Remove the left side engine mount lower nuts from the frame. Page 6875 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 2763 Knock Sensor: Connector Views Knock Sensor (KS) Bank 1 Knock Sensor (KS) Bank 2 Page 12927 7. Use 3 wheel nuts in order to attach the J 42129 to the wheel bearing/hub. 8. Use the J 42129 in order to push the wheel drive shaft out of the wheel bearing/hub. 9. Remove and DISCARD the wheel bearing/hub bolts. Remove the J 42129 from the hub. 10. Important: Ensure that the wheel drive shaft outer seal/boot is not damaged. Remove the wheel bearing/hub and splash shield-noting the position of the shield for re-installation. Installation Procedure 1. Install the wheel bearing/hub with the splash shield as noted during removal. Page 6452 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 7085 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 13089 longer. Important Whenever a wheel is refinished, the mounting surface and the wheel nut contact surfaces must not be painted or clearcoated. Coating these surfaces could affect the wheel nut torque. When re-mounting a tire on an aluminum wheel, coated balance weights must be used in order to reduce the chance of future cosmetic damage. Disclaimer Page 3002 Toe Description Toe is a measurement of how much the front and/or rear wheels are turned in or out from a straight-ahead position. When the wheels are turned in, toe is positive (+). When the wheels are turned out, toe is negative (-). The actual amount of toe is normally only a fraction of a degree. The purpose of toe is to ensure that the wheels roll parallel. Toe also offsets the small deflections of the wheel support system that occur when the vehicle is rolling forward. In other words, with the vehicle standing still and the wheels set with toe-in, the wheels tend to roll parallel on the road when the vehicle is moving. Improper toe adjustment will cause premature tire wear and cause steering instability. Setback Description Setback applies to both the front and the rear wheels. Setback is the amount that one wheel may be aligned behind the other wheel. Setback may be the result of a road hazard or a collision. The first clue is a caster difference from side-to-side of more than 1 degree. Thrust Angles Description Thrust Angles Description The front wheels aim or steer the vehicle. The rear wheels control tracking. This tracking action relates to the thrust angle (3). The thrust angle is the path that the rear wheels take. Ideally, the thrust angle is geometrically aligned with the body centerline (2). In the illustration, toe-in is shown on the left rear wheel, moving the thrust line (1) off center. The resulting deviation from the centerline is the thrust angle. If the thrust angle is not set properly the vehicle may "dog track", the steering wheel may not be centered or it could be perceived as a bent axle. Thrust angle can be checked during a wheel alignment. Positive thrust angle means the thrust line is pointing to the right hand side (RHS) of the vehicle. Negative thrust angle means the thrust line is pointing to the left hand side (LHS) of the vehicle. Page 7671 Camshaft Position Sensor: Description and Operation CAMSHAFT POSITION (CMP) SENSOR The camshaft position (CMP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 4-tooth reluctor wheel attached to the camshaft. As each reluctor wheel tooth rotates past the CMP sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency, with 4 varying width output pulses per camshaft revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output depends on the velocity of the camshaft. The ECM decodes the narrow and wide tooth pattern to identify camshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The CMP sensor does not directly affect the operation of the ignition system. The ECM also uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and for limp-home operation. Page 11262 13. Loosen the die clamping screw of the J45405. 14. Select the corresponding die set and install the die halves into the die cage with the full, flat face of one die facing the clamping screw, and the counterbores of both dies facing the forming ram. 15. Place the flat face of an unused die (1) against the die halves in the clamping cage and hold firmly against the counterbored face of the dies. 16. Insert the prepared end of the pipe to be flared through the back of the dies until the pipe is seated against the flat surface of the unused die (1). 17. Remove the unused die (1). 18. Ensure that the rear of both dies are seated firmly against the enclosed end of the die cage. 19. Firmly hand tighten the clamping screw (2) against the dies. Page 7145 2. Connect the engine oil pressure sensor electrical connector (1). 3. Install the oil pressure sensor heat shield and nut. Tighten the nut to 10 Nm (89 inch lbs.). 4. Lower the vehicle. Page 1689 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 1268 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 11137 Brake Pad: Service and Repair Brake Pads Replacement - Rear Brake Pads Replacement - Rear Removal Procedure Caution: Refer to Brake Dust Caution in Service Precautions. 1. Inspect the fluid level in the brake master cylinder reservoir. 2. If the brake fluid level is midway between the maximum-full point and the minimum allowable level, then no brake fluid needs to be removed from the reservoir before proceeding. If the brake fluid level is higher than midway between the maximum-full point and the minimum allowable level, then remove brake fluid to the midway point before proceeding. 3. Raise and suitably support the vehicle. Refer to Lifting and Jacking the Vehicle. 4. Remove the rear tire and the wheel assembly. 5. Install a hand tightened lug nut to retain the rotor to the hub. 6. Compress the caliper piston enough for clearance. Use a C-clamp (3). 7. Remove the upper caliper bolt (2). 8. Notice: Use care to avoid damaging pin boot when rotating caliper. Notice: Support the brake caliper with heavy mechanic's wire, or equivalent, whenever it is separated from its mount and the hydraulic flexible brake hose is still connected. Failure to support the caliper in this manner will cause the flexible brake hose to bear the weight of the caliper, which may cause damage to the brake hose and in turn may cause a brake fluid leak. Page 919 HVAC Control Module C2 (With RPO Code C67) (Part 2) Page 4135 1. Install the engine mount struts. 2. Install the engine mount strut to engine mount strut bracket bolts/nuts. 3. On the right side, ensure that the engine harness clamp is sandwiched between the bolt (4) and the strut bracket. Notice: Refer to Fastener Notice. 4. Tighten the engine mount strut to engine mount strut bracket bolts/nuts. Tighten the bolts/nuts to 50 Nm (37 ft. lbs.). Page 11631 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 2907 11. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note the location of the pin hole. 12. Remove the connector from the sensor. 13. Remove the sensor from the adapter and bearing assembly. 14. To install the sensor, proceed to step 9 in the installation procedure. 15. From the technicians point of view, the FRONT of the sensor will have: ^ A raised rotor flange cuff (3) ^ An alignment mark (2) on the rotor flange cuff (3) for installation ^ A pin hole (1) for the centering pin. Note location of the pin hole. ^ A sensor clip in FRONT of the sensor 16. Remove the connector from the sensor. 17. Remove the sensor clip from the sensor. 18. Remove the sensor from the adapter and bearing assembly. 19. To install the sensor, proceed to step 13 in the installation procedure. 20. From the technicians point of view, the FRONT of the sensor will have: ^ A flush rotor flange cuff (3) ^ A pin hole (1) for the centering pin. Note the location of the pin hole. ^ An alignment mark (2) on the flush rotor flange cuff (3) for installation 21. Remove the connector from the sensor. 22. Remove the sensor from the adapter and bearing assembly. 23. To install the sensor, proceed to step 17 in the installation procedure. Page 8321 Fuel: Technical Service Bulletins Fuel System - E85 Fuel Usage Precautions Bulletin No.: 05-06-04-035C Date: July 30, 2007 INFORMATION Subject: Usage of E85 Fuels in GM Vehicles Models: 1997-2008 GM Passenger Cars and Trucks (including Saturn) 2003-2008 HUMMER H2 2006-2008 HUMMER H3 1997-2008 Isuzu NPR Commercial Medium Duty Trucks 2005-2008 Saab 9-7X Supercede: This bulletin is being revised to add the 2008 model year and additional engines with E85 capability. Please discard Corporate Bulletin Number 05-06-04-035B (Section 06 Engine/Propulsion System). Customer Interest in E85 Fuel As the retail price of gasoline increases, some locations in the country are seeing price differentials between regular gasoline and E85 where E85 is selling for substantially less than regular grade gasoline. One result of this is that some customers have inquired if they are able to use E85 fuel in non-E85 compatible vehicles. Only vehicles designated for use with E85 should use E85 blended fuel. E85 compatibility is designated for vehicles that are certified to run on up to 85% ethanol and 15% gasoline. All other gasoline engines are designed to run on fuel that contains no more than 10% ethanol. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. Using E85 Fuels in Non-Compatible Vehicles General Motors is aware of an increased number of cases where customers have fueled non-FlexFuel designated vehicles with E85. Fueling non-FlexFuel designated vehicles with E85, or with fuels where the concentration of ethanol exceeds the ASTM specification of 10%, will result in one or more of the following conditions: Lean Driveability concerns such as hesitations, sags and/or possible stalling. SES lights due to OBD codes. Fuel Trim codes P0171 and/or P0174. Misfire codes (P0300). Various 02 sensor codes. Disabled traction control or Stability System disabled messages. Harsh/Firm transmission shifts. Fuel system and/or engine mechanical component degradation. Use of fuel containing greater than 10% ethanol in non-E85 designated vehicles can cause driveability issues, service engine soon indicators as well as increased fuel system corrosion. If the dealer suspects that a non-FlexFuel designated vehicle brought in for service has been fueled with E85, the fuel in the vehicle's tank should be checked for alcohol content with tool J 44175. If the alcohol content exceeds 10% the fuel should be drained and the vehicle refilled with gasoline - preferably one of the Top Tier brands. Page 6785 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 12151 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 13233 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 2797 Page 9986 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 6983 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 4777 Page 2582 Page 11796 Page 9597 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 12390 Parts Information Warranty Information For vehicles repaired under warranty, use the table. Disclaimer Page 5785 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 8284 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 4686 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 2490 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 12657 Note Glue should be Instant Adhesive-Gel, P/N 12345632 (US), 10953475 (CN), or equivalent, such as SAF-T-LOK IB-45 (ETHILCIANOCRILATO). 23. Move the other clip to the front of the cradle and replace with glued isolator (2). Note The hole should be drilled using a 7/32 in drill bit and is located 402mm (15-13/16 in) from the weld and 19mm (3/4 in) from the top of the cradle. The z-bracket should be riveted to the cradle using P/N 10125439 (instruction sheet may show P/N 11516301, but it may not be available). 24. Drill a hole in the cradle through the z-bracket. Note The hole should be drilled using 1/4 in drill bit and is located 40mm (1-9/16 in) from the weld and 16mm (5/8 in) from the top of the cradle. 25. Drill to fit clip in front of cradle (3). 26. Remove the cardboard protector from fin cooler. 27. Install the right side engine mount and bracket to the vehicle. 28. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb ft). 29. Raise the rear of the frame (cradle) using an adjustable jackstand. Page 12672 Page 7474 Page 5085 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 5170 Page 9292 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 12063 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 12703 ^ An alignment tab (2) for installing into the adapter and bearing assembly ^ A view of the inside of the connector 7. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 8. Install the connector to the sensor. 9. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A raised rotor flange cuff (5) ^ An alignment mark (4) for installation 10. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 11. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 12. Install the connector to the sensor. 13. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A raised rotor flange cuff (4) ^ An alignment mark (3) for installation 14. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 15. Important: If reusing the existing sensor, you must align the marks on the raised rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. Page 1197 Page 7706 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6117 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 6294 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 7859 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 4542 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 1293 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 8378 Page 602 Page 7770 3. Connect the fuel level sensor electrical connector (1). 4. Install the fuel tank module. Page 5958 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 6135 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 9466 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 2005 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 9618 Torque Converter Clutch Solenoid: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6666 Page 4592 7. Apply pressure and gently rock the cover until one locking leg is unseated. 8. Continue to apply pressure and rock the cover until the second locking leg is unseated. Repeat procedure for the other side of the dress cover and remove the cover. 9. Use J 38125-12A (GM P/N 12094429) to gently lift the terminal retaining tab while gently pulling the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 10. If the terminal is severely bent or damaged, it may be possible on some connectors to push the wire out of the front of the connector instead of Page 10903 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 6837 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 6573 Steering - Noise Diagnostics TSB References Tie Rod Boot: All Technical Service Bulletins Steering - Noise Diagnostics TSB References INFORMATION Bulletin No.: 06-02-32-009B Date: November 19, 2008 Subject: Overview of Steering System Noises Models: 2001-2004 Buick Regal 2001-2005 Buick Century 2005-2007 Buick Allure (Canada Only), LaCrosse 2000-2006 Chevrolet Impala 2000-2007 Chevrolet Monte Carlo 1998-2002 Oldsmobile Intrigue 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to remove reference to Corporate Bulletin Number 01-02-32-001 from the table below. Please discard Corporate Bulletin Number 06-02-32-009A (Section 02 - Steering). The purpose of this bulletin is to provide a quick reference for dealers to aid in locating the correct service bulletin for several different steering system noise concerns. Many customer concerns with the steering system involve specific symptoms (noises heard). Once the customer concern has been verified, the table above may help identify the correct bulletin to reference. If other symptoms are present, or if diagnosis indicates another cause not found in any of the three service bulletins, refer to SI to diagnose the repair customer concern. Disclaimer Page 1630 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 11506 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 5097 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 1179 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 7487 NOTE: - Do not attach add-on vacuum operated equipment to this vehicle. The use of add-on vacuum equipment may result in damage to vehicle components or systems. - Connect any add-on electrically operated equipment to the vehicle's electrical system at the battery (power and ground) in order to prevent damage to the vehicle. Aftermarket, add-on, electrical and vacuum equipment is defined as any equipment installed on a vehicle after leaving the factory that connects to the vehicles electrical or vacuum systems. No allowances have been made in the vehicle design for this type of equipment. Add-on electrical equipment, even when installed to these strict guidelines, may still cause the powertrain system to malfunction. This may also include equipment not connected to the vehicle electrical system, such as portable telephones and radios. Therefore, the first step in diagnosing any powertrain condition is to eliminate all of the aftermarket electrical equipment from the vehicle. After this is done, if the problem still exists, the problem may be diagnosed in the normal manner. Electrostatic Discharge (ESD) Damage IMPORTANT: In order to prevent possible electrostatic discharge damage to the engine control module (ECM), DO NOT touch the connector pins on the ECM. The electronic components that are used in the control systems are often designed to carry very low voltage. The electronic components are susceptible to damage caused by electrostatic discharge. Less than 100 volts of static electricity can cause damage to some electronic components. There are several ways for a person to become statically charged. The most common methods of charging are by friction and by induction. An example of charging by friction is a person sliding across a car seat. Charging by induction occurs when a person with well insulated shoes stands near a highly charged object and momentarily touches ground. Charges of the same polarity are drained off leaving the person highly charged with the opposite polarity. Static charges can cause damage, therefore, it is important to use care when handling and testing electronic components. Emissions Control Information Label The underhood Vehicle Emissions Control Information Label contains important emission specifications and setting procedures. In the upper left corner is the exhaust emission information. This identifies the year, the manufacturing division of the engine, the displacement of the engine in liters, the class of the vehicle, and type of fuel metering system. There is also an illustrated emission components and vacuum hose schematic. This label is located in the engine compartment of every General Motors vehicle. If the label has been removed, it can be ordered from GM service parts operations (GMSPO). Underhood Inspection IMPORTANT: This inspection is very important and must be done carefully and thoroughly. Perform a careful underhood inspection when performing any diagnostic procedure or diagnosing the cause of an emission test failure. This can often lead to repairing a condition without further steps. Use the following guidelines when performing an inspection: Inspect all of the vacuum hoses for correct routing, pinches, cuts, or disconnects. - Inspect any hoses that are difficult to see. - Inspect all of the wires in the engine compartment for the following conditions: Burned or chafed spots - Pinched wires - Contact with sharp edges - Contact with hot exhaust manifolds Page 3628 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Diagram Information and Instructions Camshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 12293 15. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 16. Install the electrical ground wire terminal to the rivet stud. 17. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 18. Install the M6 conductive nut to the rivet stud and: Tighten Tighten to 8 Nm (71 lb in). 19. Verify proper system operation. M6 Weld Nut Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the M6 weld nut at the electrical ground location is damaged or stripped, a M7 conductive self-threading bolt may be used to secure the ground wire terminal. 2. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the weld nut and allow to dry. 3. Remove any loose metal particles from the damaged or stripped weld nut with a stiff brush. 4. Select a M7 conductive self-threading bolt. Refer to the Parts Information section of this bulletin 5. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M7 conductive self-threading bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 6. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 7. Install the electrical ground wire terminal to the M7 conductive self-threading bolt. 8. Install the M7 conductive self-threading bolt and: Tighten Tighten to 9 Nm (80 lb in). 9. Verify proper system operation. M6 Weld Nut Alternative Repair Caution Use only the GM-approved replacement fasteners with conductive finish for electrical ground repair. 1. If the electrical ground location is accessible from both sides of the panel, a M6 conductive bolt and a M6 conductive nut may be used to secure the electrical ground wire terminal. Refer to the Parts Information section of this bulletin. 2. Select a location adjacent the damaged M6 weld nut having 20 mm (0.79 in) clearance behind the panel surface and 20 mm (0.79 in) clearance surrounding the new electrical ground site. 3. Using GM approved residue-free solvent or equivalent, remove any grease from the surface surrounding the ground location and allow to dry. Note Ensure 20 mm (0.79 in) clearance is maintained behind the panel to be drilled. 4. Drill a 8.5 mm (0.33 in) diameter hole through the panel. 5. Remove paint and primer from the area surrounding the 8.5 mm (0.33 in) hole until bare metal is visible. 6. Select a M6 conductive bolt. Refer to the Parts Information section of this bulletin. 7. Using a small brush, apply Dielectric Lubricant GM P/N 12377900 (Canadian P/N 10953529) to the threads of the M6 conductive bolt. Note Fretting corrosion is a build-up of insulating, oxidized wear debris that can form when there is a small motion between electrical contacts. The oxidized wear debris can accumulate at the electrical contact points causing the electrical resistance across the connection to increase. 8. Carefully remove ANY corrosion or contamination that may be present on the electrical ground wire terminal. 9. Install the electrical ground wire terminal and the M6 conductive bolt to the ground location. 10. Select a M6 conductive nut. Refer to the Parts Information section of this bulletin. 11. Install the M6 conductive nut to the bolt and: Page 9045 Page 7605 Camshaft Position Sensor: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 1789 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Campaign - Unwanted Repeat Calls to OnStar(R) Technical Service Bulletin # 10037 Date: 100420 Campaign - Unwanted Repeat Calls to OnStar(R) CUSTOMER SATISFACTION Bulletin No.: 10037 Date: April 20, 2010 Subject: 10037 - Unwanted Repeat Calls to OnStar(R) Models: 2003 Buick LeSabre 2004-2006 Buick Rendezvous 2005 Buick LeSabre, Terraza 2005-2006 Buick LaCrosse/Allure 2006-2008 Buick Lucerne 2008 Buick LaCrosse/Allure 2008-2009 Buick Enclave 2003 Cadillac CTS 2004 Cadillac Escalade 2004-2005 Cadillac CTS-V, Deville 2005 Cadillac Escalade ESV, SRX 2005-2006 Cadillac STS 2005-2008 Cadillac CTS 2006-2008 Cadillac DTS 2007 Cadillac Escalade, Escalade EXT 2007-2008 Cadillac Escalade ESV 2008 Cadillac SRX, STS 2002 Chevrolet Impala 2003-2008 Chevrolet Suburban 2003-2009 Chevrolet Silverado 2004-2008 Chevrolet Impala 2005 Chevrolet Colorado, Corvette, Malibu 2005-2006 Chevrolet Uplander 2005-2008 Chevrolet Avalanche, Tahoe, TrailBlazer 2006 Chevrolet HHR, Monte Carlo 2006-2008 Chevrolet Equinox 2007-2008 Chevrolet Corvette 2008 Chevrolet HHR 2008-2009 Chevrolet Cobalt, Colorado, Malibu, Uplander 2003 GMC Envoy XL, Sierra, Yukon XL 2004-2008 GMC Yukon 2005-2009 GMC Sierra 2005-2008 GMC Yukon XL 2006-2008 GMC Envoy 2007 GMC Canyon 2007-2009 GMC Acadia 2006 HUMMER H2 2006-2008 HUMMER H3 2008 HUMMER H2 2003 Oldsmobile Silhouette 2005 Montana SV6 2005-2008 Pontiac Grand Prix 2006 Pontiac G6, Vibe 2007 Pontiac Montana SV6 2007-2008 Pontiac Solstice 2008 Pontiac G6, Torrent 2008-2009 Pontiac G5, G8 2009 Pontiac G3, Montana SV6 2005-2007 Saturn ION 2006-2009Saturn VUE 2007-2008 Saturn AURA, OUTLOOK, SKY Equipped with OnStar(R) (RPO UE1) Page 6689 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 6869 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 10396 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Page 9235 Page 9024 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 91 Page 11157 A: Because the Pro-Cut on-car lathe adjusts in a live mode while spinning the hub/rotor, the dynamics of a floating axle are effectively eliminated. Once the lathe is compensated, there is no difference in the cutting/surface finish and LRO are just the same as with a non-floating axle. - Q: Which lathe is essential for performing brake work, the bench or on-car? A: Dealers must have a well maintained bench lathe and well maintained on-car lathe. These lathes need to be calibrated on a monthly basis. BOTH lathes are essential to providing quality brake service. - Q: What is the expected tip life for an on-car lathe? A: The geometry and composition of the Pro-Cut tips are designed for "single pass" cutting. When using the Pro-Cut the cutting depth should be set to take all material needed to get below rust grooves, eliminate all run-out and resurface the entire disc in a single pass. Cuts of 0.1016-0.381 mm (0.004-0.015 in) will provide the best surface finish and the optimal tip life. No "skim cut" or "finish cut" is needed. Failure to follow this procedure will shorten tip life. The Pro-cut tips will last between 7-12 cuts per corner. With three usable corners, a pair of tips is good for at least 21 cuts. - Q: Why does GM recommend the use of single pass (referred to as "positive rake") bench and on-car brake lathes? A: GM Service and GM Brake Engineering have performed competitive evaluations on a significant number of bench and on-car brake lathes. These tests measured critical performance characteristics such as flatness, surface finish and the ability of the lathe to repeat accuracy over many uses. In each test, single pass lathe designs out performed the competitors. Single pass brake lathes are more productive requiring less time to perform the same procedure. - Q: Is it okay to leave the caliper/pads installed while cutting rotors using an on-car lathe? A: On-car lathes should never be used with the pads and calipers installed on the vehicle. The debris from cutting the rotors can contaminate the brake pads/calipers which can lead to other brake concerns and comebacks. - Q: What information needs to be documented on the Repair Order? A: Any claim that is submitted using the labor operations in this bulletin, must have the Original Rotor Thickness and Refinish Rotor Thickness (if refinished) documented on the repair order. For more information, refer to the "Repair Order Required Documentation" section of this bulletin. All Warranty Repair Orders paid by GM, are subject to review for compliance and may be debited where the repair does not comply with this procedure. Brake Warranty BRAKE WARRANTY Brake Rotors: - Brake rotor warranty is covered under the terms of the GM New Vehicle Limited Warranty. Reference the vehicle's warranty guide for verification. - Rotors should not be refinished or replaced during normal/routine pad replacement. - Rotors should not be refinished or replaced and is ineffective in correcting brake squeal type noises and/or premature lining wear out. - Rotors should not be refinished or replaced for cosmetic corrosion. Clean up of braking surfaces can be accomplished by 10-15 moderate stops from 56-64 km/h (35-40 mph) with cooling time between stops. - Rotors should not be refinished or replaced for rotor discoloration/hard spots. - Rotors should be refinished NOT replaced for Customer Pulsation concerns. This condition is a result of rotor thickness variation, usually caused by LRO (wear induced over time and miles) or corrosion (Lot Rot). - When rotor refinishing, only remove the necessary amount of material from each side of the rotor and note that equal amounts of material do not have to be removed from both sides on any brake system using a floating caliper. - Rotors should be refinished for severe scoring - depth in excess of 1.5 mm (0.060 in). Important If the scoring depth is more than 1.5 mm (0.060 in) after the rotor is refinished, it should be replaced. Page 4101 Step 1 - Step 3 Step 1 - Step 6 Drive Belt Vibration Diagnosis Drive Belt Vibration Diagnosis Page 10560 Torque Converter Clutch Pulse Width Modulated Solenoid Valve Connector, Wiring Harness Side Campaign - Power Steering Hose Replacement Technical Service Bulletin # 06072 Date: 061017 Campaign - Power Steering Hose Replacement Subject: Customer Satisfaction - Power Steering Hose Leak # 06072 - (10/17/2006) Models: 2006 Chevrolet Impala, Monte Carlo w/V6 & V8 Engine 2005-2006 Pontiac Grand Prix w/V8 Engine Registered in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming *********THIS PROGRAM IS IN EFFECT UNTIL OCTOBER 31, 2007********* Condition Customers in Canada, Alaska, Maine, Minnesota, Montana, New Hampshire, North Dakota, South Dakota, Vermont, Wisconsin, and Wyoming have reported an unusual number of power steering fluid leaks involving the power steering fluid return line in certain 2006 Chevrolet Impala and Monte Carlo vehicles equipped with a V6 or V8 engine, and 2005-2006 Pontiac Grand Prix vehicles equipped with a V8 engine. When these vehicles are started at temperatures of -20°C (-4°F) or below, the pressure on the hose is substantially higher than in warmer conditions and may exceed the strength of the power steering hose or clamps. If this were to occur, the driver would likely notice fluid spotting under the vehicle when the vehicle is parked and a decrease in power steering assist. If enough fluid is lost, damage to the power steering pump could occur. Correction Dealers are to replace the power steering hose assembly on vehicles with a V8 engine, and a length of hose and clamps on vehicles with a V6 engine. Vehicles Involved Important: Dealers are to confirm vehicle eligibility prior to beginning repairs by using GMVIS. Not all vehicles within the above breakpoints may be involved. For dealers with involved vehicles, a listing with involved vehicles containing the complete vehicle identification number, customer name, and address information has been prepared and will be provided through the applicable system listed below. Dealers will not have a report available if they have no involved vehicles currently assigned. --- US dealers - GM DealerWorld Recall Information --- Canadian dealers - GMinfoNet Recall Reports The listing may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Page 12562 What You Should Do: To limit any possible inconvenience, we recommend that you contact your dealer as soon as possible to schedule an appointment for this repair. By scheduling an appointment, your dealer can ensure that the necessary parts will be available on your scheduled appointment date. Reimbursement: The enclosed form explains what reimbursement is available and how to request reimbursement if you have paid for repairs for this condition. Your request for reimbursement, including the information and documents mentioned on the enclosed form, must be received by GM by February 28, 2011. Because you have already had the hose replaced, you do not need to take your vehicle to your dealer for this repair. If you have any questions or need any assistance to better understand related repairs, please contact your dealer. If you have questions related to a potential reimbursement, please contact the appropriate Customer Assistance Center at the number listed below. We sincerely regret any inconvenience or concern that this situation may cause you. We want you to know that we will do our best, throughout your ownership experience, to ensure that your GM vehicle provides you many miles of enjoyable driving. Scott Lawson Director, Customer and Relationship Services Enclosure 09132 Page 1713 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 1289 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 11700 Passenger Car Zoning PASSENGER CAR ZONING Page 2910 If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 16. Install the connector to the sensor. 17. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (2) for the centering pin - Note the location of the pin hole. ^ A flush rotor flange cuff (4) ^ An alignment mark (3) for installation 18. From the technicians point of view, the BACK of the sensor will have an alignment tab (1) for installation. This sensor does not have double D flats. 19. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. 20. Install the connector to the sensor. 21. From the technicians point of view, the FRONT of the sensor will have: ^ A pin hole (3) for the centering pin - Note location of the pin hole. ^ A flush rotor flange cuff (5) ^ An alignment mark (4) for installation ^ A foam ring (6) 22. From the technicians point of view, the BACK of the sensor will have: ^ Double D flats (1) ^ An alignment tab (2) for installing into the adapter and bearing assembly 23. Important: If reusing the existing sensor, you must align the marks on the flush rotor flange cuff before installation. The alignment mark must stay aligned until the sensor is seated into the adapter and bearing assembly. If installing a new sensor, it will come with a pin installed in the sensor. Do not remove the pin until the sensor is seated. If the new sensor did not come with a pin installed, you must reorder a new sensor. Looking at the FRONT of the sensor, align the sensor with the steering shaft and install into the adapter and bearing assembly. Page 1267 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Steering - Power Steering Pump Replacement Tips Power Steering Motor: Technical Service Bulletins Steering - Power Steering Pump Replacement Tips INFORMATION Bulletin No.: 06-02-32-013B Date: August 07, 2009 Subject: Diagnostic Tips/Recommendations When Power Steering Pump Replacement is Necessary Models: 1997-2010 GM Passenger Cars and Light Duty Trucks (including Saturn) 2010 and Prior HUMMER H2, H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to add model years and update the information. Please discard Corporate Bulletin Number 06-02-32-013A (Section 02 - Steering). A recently completed analysis of returned power steering (PS) pumps that had been replaced for noise, no power assist, no or low pressure and leaking conditions has indicated a high number of "No Trouble Found" results. Corporate Bulletin Number 01-02-32-004 indicates that when attempting to repair a power steering concern, the steering system analyzer should be utilized to assist the technician in a successful diagnosis. Note- Saturn ASTRA does not utilize the Power Steering System Analyzer. In addition, extensive warranty analysis has shown that the following situations are all significant root causes of PS pump failures: - Improper pulley installation - Re-using the O-rings - Using fluid other than the OE-specified steering fluid - Failure to flush the PS system In order to help improve customer satisfaction and reduce comebacks, GM recommends the following tips for replacing a PS pump: 1. Low or no pressure from the PS pump may be the results of dirty or contaminated fluid, which could cause the pressure relief valve to stop functioning. Using the proper tools, flush and bleed the PS system. Any residual contaminants will result in pump failure. 2. When removing the pulley, use the proper special tools. Because the pulley alignment is critical, distorting the pulley may damage bearings on the new PS pump. Note Some new PS pumps may not include a new O-ring. Please refer to the appropriate Parts Catalog. Saturn retailers should refer to the appropriate model year Parts & Illustration Catalog for the vehicle. 3. Be sure to use only the new O-rings included with the PS pump. The new reservoir O-ring must be lubricated with OE-specific PS fluid prior to installation. Also make sure that the control valve O-ring is in its exact groove position and is NOT covering the pressure bypass hole. 4. Bleed the PS system according to the procedures/recommendations in SI. Following these procedures and using the correct tools and fluids should help ensure that the new PS pump operates properly. Skipping steps may cost you time and trouble later. Disclaimer Page 615 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Locations Left Front Of The Passenger Compartment, In The Steering Column Page 7044 Page 6281 Metric Prevailing Torque Fastener Minimum Torque Development METRIC PREVAILING TORQUE FASTENER MINIMUM TORQUE DEVELOPMENT Page 6289 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 6751 Passenger Car Zoning PASSENGER CAR ZONING Page 8911 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 7081 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 285 4.1. Unplug the SRS control module's connector (A). 4.2. Cut off the cable tie (B), detach the connector's rear end face (C), and pull out the connecting rail (D). 4.3. Extract pin 15, cut off the cable terminal and insulate the end with tape (E). Fold back the cable and secure it with tape (F). 4.4. Fit the connecting rail and end face. 4.5. Plug in the connector (A) and secure the cables with cable ties (B). 5. Remove the parcel shelf trim in accordance with WIS - 8. Body - Interior equipment Adjustment/Replacement. 6. M03: Replace the optic cable on the right-hand side Page 5783 2. Locate the nose piece locking tabs that are positioned on the side of the connector nose piece. The connector nose piece acts as a terminal positive assurance (TPA) and may be referred to as such. 3. Use a small flat-blade tool to push in one of the locking tabs while gently pulling on the same side of the nose piece. 4. Repeat the procedure for the other locking tab and remove the nose piece. 5. Remove the wire dress cover. The following is a general procedure for wire dress cover removal. Use this procedure as a guide, some dress cover removal procedures may vary. 6. Use fingers to squeeze the 2 locking legs of the cover. Page 2317 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 10291 Pressure Control Solenoid Valve Connector, Wiring Harness Side Page 476 2. Select Next Available Slot. Follow the on-screen instructions. Simultaneously hold the LOCK and UNLOCK buttons on the keyless entry transmitter to program. 3. When all the desired transmitters have been programmed, exit the vehicle and operate the transmitter functions in order to verify correct system operation. Programming Remote Keyless Entry Transmitters (Sold Vehicles) Important: Make several copies of the programming instructions if required. Some customers may not bring all of their remote keyless entry transmitters to your dealership for programming. Vehicles are sold with two transmitters. However, customers have the option to purchase additional transmitters. Ensure that customers understand that all of the transmitters that are to be recognized by the remote control door lock receiver (RCDLR) must be programmed at one time in order to function properly. Program the transmitters that the customer provides to you using a scan tool. Inform the customer that all of the remaining transmitters will not function properly until they are programmed. Customers must program all of their transmitters, including the transmitters programmed at your dealership, at one time, using the driver information center (DIC) programming method. Inform customers to locate and program their transmitters using the procedure provided. This procedure is also published in the owner manual. Campaign - ABS System Improvement Technical Service Bulletin # 05122A Date: 060126 Campaign - ABS System Improvement Bulletin No.: 05122A Date: January 26, 2006 CUSTOMER SATISFACTION Subject: 05122A - Brake System Performance Models: 2006 Chevrolet Impala, Monte Carlo With ABS (RPO JL9) and 17 or 18 Wheels (RPO NW1/NW5/PFH/N99) Supercede: THE SERVICE PROCEDURE IN THIS BULLETIN HAS BEEN REVISED. PLEASE READ THE NEW SERVICE PROCEDURE IMMEDIATELY. DISCARD ALL COPIES OF BULLETIN 05122, ISSUED DECEMBER 2005. THIS PROGRAM EXPIRES DECEMBER 31, 2006. Condition For certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99), a revised brake module calibration is available that can enhance the vehicle's antilock brake performance slightly by reducing minimum stopping distance on dry pavement. The braking performance of the vehicle meets the applicable Federal/Canada Safety Standard and all of GM's rigorous internal requirements, but GM has identified a performance improvement that we want to make available to customers. Correction Dealers are to reprogram the electronic brake control module (EBCM). Vehicles Involved Involved are certain 2006 Chevrolet Impala and Monte Carlo vehicles with ABS (JL9) and 17 or 18 wheels (NW1/NW5/PFH/N99) and built within the VIN breakpoints shown. Important: Dealers should confirm vehicle eligibility through GMVIS (GM Vehicle Inquiry System) prior to beginning program repairs. [Not all vehicles within the above breakpoints may be involved.] For dealers with involved vehicles, a Campaign Initiation Detail Report (CIDR) containing the complete vehicle identification number, customer name and address data has been prepared and will be loaded to the GM DealerWorld (US) Recall Information, GMinfoNet (Canada) Recall Reports. Dealers will not have a report available if they have no involved vehicles currently assigned. The Campaign Initiation Detail Report may contain customer names and addresses obtained from Motor Vehicle Registration Records. The use of such motor vehicle registration data for any purpose other than follow-up necessary to complete this program is a violation of law in several states/provinces/countries. Accordingly, you are urged to limit the use of this report to the follow-up necessary to complete this program. Parts Information No parts are required for this program. Service Procedure Important: Make sure that your Tech 2(R) is updated with the latest software before beginning the reprogram. Use instructions for Service Programming Page 11223 Page 865 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 6846 Page 7167 OnStar(R) - Number Incorrect/Incorrectly Assigned Emergency Contact Module: Customer Interest OnStar(R) - Number Incorrect/Incorrectly Assigned INFORMATION Bulletin No.: 05-08-46-004C Date: December 23, 2010 Subject: OnStar(R) Phone Number Concerns (Phone Number Incorrect/Assigned to Another Vehicle/Phone) That Occur During Diagnosis of OnStar(R) System Models: 2000-2011 GM Passenger Cars and Trucks Equipped with OnStar(R) (RPO UE1) Supercede: This bulletin is being revised to update model years up to 2011. Please discard Corporate Bulletin Number 05-08-46-004B (Section 08 - Body and Accessories). During diagnosis of an OnStar(R) concern, the technician may be told that the OnStar(R) phone number is incorrect or tied to another vehicle and/or phone of some kind. To resolve these concerns, the Tech 2(R) with software version 22.005 (or higher), has the capability to change the OnStar(R) phone number. Service Procedure 1. With the Tech 2(R), build the vehicle to specifications within the Diagnostics area of the Tech 2(R). 2. For vehicles with physical-based diagnostics - under Body, go to the OnStar(R) section. Then select the Special Functions menu. For vehicles with functional-based diagnostics - under Body and Accessories, go to the Cellular Communication section. Select Module Setup and then Vehicle Communication Interface Module. 3. Locate the Program Phone Number prompt and select it. The original phone number will be displayed on the Tech 2(R) screen. 4. Contact the OnStar(R) team at the GM Technical Assistance Center (TAC) to obtain a new phone number. 5. Highlight the digits of the phone number one at a time and enter the new phone number using the number keys on the Tech 2(R). 6. Press the Soft key at the base of the screen for Done once these numbers have been changed on the screen. 7. Press the Soft key for Done again. The area code or new phone number has now been programmed into the phone. 8. Cycle the ignition to Off and open the driver's door. 9. Press the blue OnStar(R) button to make sure that a normal connection can be made to the OnStar(R) call center. If applicable, make sure the Hands-Free Calling (HFC) works properly by making a phone call. 10. If the system is working properly, fax or voicemail a case closing into the OnStar(R) team at TAC with the results. Dealers in Canada should submit case closing information through the GM infoNET. Please follow this diagnostic process thoroughly and complete each step. If the condition exhibited is resolved WITHOUT completing every step, the remaining steps do not need to be performed. If the procedure above does not resolve the condition, you must contact TAC for further assistance. This diagnostic approach was developed specifically for this condition and should not automatically be used for other vehicles with similar symptoms. Warranty Information (excluding Saab Models) For vehicles repaired under warranty, use: Warranty Information (Saab Models) For vehicles repaired under warranty, use the table. Page 7669 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 4590 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 5216 TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Tyco/AMP Connectors (0.25 Cap) TYCO/AMP CONNECTORS (025 CAP) TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component by pressing down on the connector position assurance (CPA). 2. Use a small flat-bladed tool to release the terminal position assurance (TPA) by inserting the tool in the small recess on the side of the connector and pushing up until the TPA releases from the connector body. The TPA should raise just slightly. Do not try to remove the TPA. IMPORTANT: The TPA on this connector cannot be removed unless the terminals are removed first. The TPA will come out of the connector body, but only slightly. When the TPA is slightly raised the terminals can be removed. Using excessive force to remove the TPA with the terminals still in the connector will damage the connector. 3. Repeat the process for the other side of the connector. 4. Ensure that the TPA is in the proper position to remove the terminals. Page 8543 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 5236 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 2022 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 22 Page 839 I/P Components Page 10387 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 6870 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Diagram Information and Instructions Knock Sensor: Diagram Information and Instructions Electrical Symbols Page 11725 4. Connect the other lead of the test lamp to battery positive voltage. 5. Connect the other end of the circuit to ground. 6. If the test lamp illuminates (full intensity), then the circuit has good continuity. Testing for Electrical Intermittents TESTING FOR ELECTRICAL INTERMITTENTS Perform the following procedures while wiggling the harness from side to side. Continue this at convenient points (about 6 inches apart) while watching the test equipment. - Testing for Short to Ground - Testing for Continuity - Testing for a Short to Voltage If the fault is not identified, perform the procedure below using the MIN MAX feature on the J 39200 DMM. This feature allows you to manipulate the circuit without having to watch the J 39200. The J 39200 will generate an audible tone when a change is detected. IMPORTANT: The J 39200 must be used in order to perform the following procedure since the J 39200 can monitor current, resistance or voltage while recording the minimum (MIN), and maximum (MAX) values measured. 1. Connect the J 39200 to both sides of a suspected connector (still connected), or from one end of a suspected circuit to the other. 2. Set the rotary dial of the J 39200 to the V (AC) or V (DC) position. 3. Press the range button of the J 39200 in order to select the desired voltage range. 4. Press the MIN MAX button of the J 39200. The J 39200 displays 100 ms RECORD and emits an audible tone (beep). IMPORTANT: The 100 ms RECORD mode is the length of time an input must stay at a new value in order to record the full change. 5. Simulate the condition that is potentially causing the intermittent connection, either by wiggling the connections or the wiring, test driving, or performing other operations. Refer to Inducing Intermittent Fault Conditions. 6. Listen for the audible Min Max Alert which indicates that a new minimum or maximum value has been recorded. 7. Press the MIN MAX button once in order to display the MAX value and note the value. 8. Press the MIN MAX button again in order to display the MIN value and note the value. 9. Determine the difference between the MIN and MAX values. - If the variation between the recorded MIN and MAX voltage values is 1 volt or greater an intermittent open or high resistance condition exists. Repair the condition as necessary. - If the variation between the recorded MIN and MAX voltage values is less than 1 volt an intermittent open or high resistance condition does not exist. Testing for Intermittent Conditions and Poor Connections TESTING FOR INTERMITTENT CONDITIONS AND POOR CONNECTIONS TOOLS REQUIRED - J 35616 GM-Approved Terminal Test Kit - J-38125 Terminal Repair Kit When the condition is not currently present, but is indicated in DTC history, the cause may be intermittent. An intermittent may also be the cause when there is a customer complaint, but the symptom cannot be duplicated. Refer to the Symptom Table of the system that is suspect of causing the condition before trying to locate an intermittent condition. Most intermittent conditions are caused by faulty electrical connections or wiring. Inspect for the following items: Wiring broken inside the insulation - Poor connection between the male and female terminal at a connector - Poor terminal to wire connection-Some conditions which fall under this description are poor crimps, poor solder joints, crimping over the wire insulation rather than the wire itself, and corrosion in the wire to terminal contact area, etc. - Pierced or damaged insulation can allow moisture to enter the wiring causing corrosion. The conductor can corrode inside the insulation, with little visible evidence. Look for swollen and stiff sections of wire in the suspect circuits. - Wiring which has been pinched, cut, or its insulation rubbed through may cause an intermittent open or short as the bare area touches other wiring or parts of the vehicle. - Wiring that comes in contact with hot or exhaust components - Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required, in order to verify the customer concern. - Refer to Testing for Electrical Intermittents for test procedures to detect intermittent open, high resistance, short to ground, and short to voltage conditions. - Refer to Scan Tool Snapshot Procedure for advanced intermittent diagnosis and Vehicle Data Recorder operation. Page 3082 Drive Belt: Description and Operation Drive Belt System Description The drive belt system consists of the following components: ^ The drive belt ^ The drive belt tensioner ^ The crankshaft balancer pulley ^ The accessory drive components The generator - The A/C compressor - The power steering The drive belt system uses one belt. The drive belt is thin so that it can bend backwards and has several ribs to match the grooves in the pulleys. The drive belt is made of different types of rubbers (chloroprene or EPDM) and have different layers or plys containing either fiber cloth or cords for reinforcement. Both sides of the drive belt may be used to drive the different accessory drive components. When the back side of the drive belt is used to drive a pulley, the pulley is smooth. The drive belt is pulled by the crankshaft balancer pulley across the accessory drive component pulleys. The spring loaded drive belt tensioner keeps constant tension on the drive belt to prevent the drive belt from slipping. The drive belt tensioner arm will move when loads are applied to the drive belt by the accessory drive components and the crankshaft. Page 7591 1. Slide the NEW battery current sensor (1) up onto the battery cable. IMPORTANT: Ensure that the tape tab is pointing towards the positive battery terminal prior to installation. 2. Using NEW tie straps and electrical tape, attach the battery current sensor to the positive battery cable. 3. Install the positive and negative battery cable. 4. Connect the I/P harness electrical connector (1) to the battery current sensor. Page 1907 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 12384 Disclaimer Page 227 7.2. Remove the console (A). 7.3. Disconnect the connector (B) from the OnStar(R) control module. Important: Secure the cable harness to prevent the risk of scraping and rattling. 7.4. Fold back the cable harness and tape down the connector (C). Fold back the cable harness again and secure with cable ties (D). 7.5. 5D: Assemble the right-hand cover for the luggage compartment floor. 8. Fit the ground cable on the battery's negative cable. Page 10473 5. Remove the flywheel to torque converter bolts. Installation Procedure 1. Install the J 37096 in order to gain access to the torque converter bolts and to prevent the flywheel from turning. 2. Notice: Refer to Fastener Notice in Service Precautions. Install the flywheel to torque converter bolts. Tighten the bolts to 63 Nm (46 ft. lbs.). Diagrams Battery Current Sensor Page 56 The following is the proper procedure for the repair of Weather Pack(R) Connectors. 1. Separate the connector halves (1). 2. Open the secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector (1). 3. Grasp the wire and push the terminal to the forward most position. Hold the wire in this position. 4. Insert the Weather Pack(R) terminal removal tool J 38125-10A (GM P/N 12014012-1) into the front (mating end) of the connector cavity until it rests on the cavity shoulder (1). 5. Gently pull on the wire to remove the terminal through the back of the connector (2). IMPORTANT: Never use force to remove a terminal from a connector. 6. Inspect the terminal and connector for damage. Repair as necessary. 7. Reform the lock tang (2) and reset terminal in connector body. 8. Close secondary locks and join connector halves. 9. Verify that circuit is complete and working satisfactorily. 10. Perform system check. Repairing Connector Terminals REPAIRING CONNECTOR TERMINALS TOOLS REQUIRED J-38125 Terminal Repair Kit Use the following repair procedures in order to repair the following: Push to Seat terminals - Pull to Seat terminals Some terminals do not require all of the steps shown. Skip the steps that do not apply for your terminal repair. The J-38125 contains further information. 1. Cut off the terminal between the core and the insulation crimp. Minimize any wire loss.For cable seal terminals, remove the seal. 2. Apply the correct cable seal per gage size of the wire, if used.Slide the seal back along the wire in order to enable insulation removal. 3. Remove the insulation. 4. For sealed terminals only, align the seal with the end of the cable insulation. 5. Position the strip in the terminal.For sealed terminals, position the strip and seal in the terminal. 6. Hand crimp the core wings. 7. Hand crimp the insulation wings.For sealed terminals, hand crimp the insulation wings around the seal and the cable. 8. Solder all of the hand crimp terminals excepting Micro-Pack 100 .64 size. Soldering Micro-Pack 100 World terminals may damage the terminal. Terminal Position Assurance Locks TERMINAL POSITION ASSURANCE LOCKS Page 5791 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 8247 Page 12314 Splice Pack SP205 Page 902 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 12264 Page 6232 Page 1332 Warranty Information (excluding Saab U.S. Models) Important Select the appropriate Labor Operation for the repair that is performed. For vehicles repaired under warranty, use: Warranty Information (Saab U.S. Models) For vehicles repaired under warranty, use the table. Disclaimer Page 2405 NOTE: The flat wire within the flex wiring harness is not serviceable. If an open or short exists within the flex wiring harness the complete harness must be replaced. GMLAN Wiring Repairs GMLAN WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The GM Local Area Network (GMLAN) System requires special wiring repair procedures due to the sensitive nature of the circuitry. Follow the specific procedures and instructions when working on GMLAN connectors and terminals. The tool kit J-38125 contains the following items in order to repair the GMLAN wiring: DuraSeal splice sleeves - A wire stripping tool - J 38125-8 Crimping Tool (GM P/N 12085115) - J 38125-5 Ultra Torch Special Tool (GM P/N 12085116) The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors GMLAN REPAIRS IMPORTANT: When making a repair to any GMLAN network, the original wire length after the repair must be the same length as before the repair. If the network is a twisted pair, the twist must be maintained after the repair is completed. GMLAN has 2 types of networks, low speed and high speed. Low speed GMLAN has a single wire and works at slow speeds. High speed GMLAN has 2 wires in a twisted pair and works at higher speeds. For more information on GMLAN, refer to Data Link Communications Description and Operation. GMLAN CONNECTOR TERMINAL REPAIR IMPORTANT: A service terminal can be used to replace damaged connector terminals for both high speed and low speed GMLAN systems. When making a connector terminal repair on a GMLAN high speed system with twisted pair wires, do not untwist the wires more than necessary to make the repair. The terminals in the GMLAN system are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are available in the J-38125. If the individual terminals are damaged on any GMLAN connection, use the appropriate connector repair procedure in order to repair the terminal. Refer to Connector Repairs for the appropriate connector repair procedure. GMLAN WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 4409 Compression Check: Testing and Inspection Engine Compression Test A compression pressure test of the engine cylinders determines the condition of the rings, the valves, and the head gasket. 1. Important: Remove the Powertrain Control Module (PCM) and the ignition fuses from the I/P fuse block. Refer to Engine Electrical Component Views. Disable the ignition. 2. Disable the fuel systems. 3. Remove the spark plugs from all the cylinders. 4. Remove the air duct from the throttle body. 5. Block the throttle plate in the open position. 6. Measure the engine compression, using the following procedure: 1. Firmly install the compression gauge to the spark plug hole. 2. Have an assistant crank the engine through at least 4 compression strokes in the testing cylinder. 3. Record the readings on the gauge at each stroke. 4. Disconnect the gauge. 5. Repeat the compression test for each cylinder. 7. Record the compression readings from all of the cylinders. ^ The lowest reading should not be less than 70 percent of the highest reading. ^ No cylinder reading should be less than 689 kPa (100 psi). 8. The following list contains examples of the possible measurements: ^ When the compression measurement is normal, the compression builds up quickly and evenly to the specified compression on each cylinder. ^ When the compression is low on the first stroke and tends to build up on the following strokes, but does not reach the normal compression, the piston rings may be the cause. ^ If the compression improves considerably with the addition of three squirts of oil, the piston rings may be the cause. ^ When the compression is low on the first stroke and does not build up in the following strokes, the valves may be the cause. ^ The addition of oil does not affect the compression, the valves may be the cause. ^ When the compression is low on two adjacent cylinders, or coolant is present in the crankcase, the head gasket may be the cause. 9. Remove the block from the throttle plate. 10. Install the air duct to the throttle body. 11. Install the spark plugs. 12. Install the Powertrain Control Module (PCM) fuse. 13. Install the ignition fuse to the I/P fuse block. Spark Plug Gap Spark Plug: Specifications Spark Plug Gap Spark Plug Gap ................................................................................................................................... .................................................... 1.02 mm (0.040 in.) Page 608 Conversion - English/Metric (Part 2) Diagnostic Work Sheets DIAGNOSTIC WORK SHEETS The GM Diagnostic Worksheet has been designed to improve communications between the service customer and the technician. The diagnostic worksheet can provide the technician with more information than the conventional repair order, since it is filled out by the service customer. Dealers in the US may contact Dealer Support Materials at 1-800-235-8521 and request Form Number DWS-01 to obtain these worksheets at no cost. Dealers may also access the DWD Store in Dealerworld and search for form DWS-01 or select Service Forms under Other Links and then select Diagnostic Worksheet (under Bulletin Information on use of Diagnostic Worksheet). Please limit your requests to a reasonable quantity. Fasteners FASTENERS METRIC FASTENERS This vehicle provides fastener dimensions using the metric system. Most metric fasteners are approximate in diameter to equivalent English fasteners. Make replacements using fasteners of the same nominal diameter, thread pitch, and strength. A number marking identifies the OE metric fasteners except cross-recess head screws. The number also indicates the strength of the fastener material. A Posidrive(R) or Type 1A cross-recess identifies a metric cross-recess screw. For best results, use a Type 1A cross-recess screwdriver, or equivalent, in Posidrive(R) recess head screws. GM Engineering Standards and North American Industries have adopted a portion of the ISO-defined standard metric fastener sizes. The purpose was to reduce the number of fastener sizes used while retaining the best thread qualities in each thread size. For example, the metric M6.0 X 1 screw, with nearly the same diameter and 25.4 threads per inch replaced the English 1/4-20 and 1/4-28 screws. The thread pitch is midway between the English coarse and fine thread pitches. FASTENER STRENGTH IDENTIFICATION Page 9852 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Electrical - Intermittent MIL/DTC P2138/Reduced Power Wiring Harness: Customer Interest Electrical - Intermittent MIL/DTC P2138/Reduced Power TECHNICAL Bulletin No.: 07-06-04-019D Date: June 28, 2010 Subject: Intermittent Malfunction Indicator Lamp (MIL) Illuminated, DTC P2138 with Reduced Engine Power (Repair Instrument Panel (IP) to Body Harness Connector) Models: 2005-2011 GM Passenger Cars and Light Duty Trucks (Including Saturn) 2005-2009 HUMMER H2 2006-2010 HUMMER H3 2005-2009 Saab 9-7X Supercede: This bulletin is being revised to update the model years and warranty information. Please discard Corporate Bulletin Number 07-06-04-019C (Section 06 - Engine/Propulsion System) Condition - Some customers may comment on an intermittent malfunction indicator lamp (MIL) being Illuminated with a message or an indicator that displays Reduced Engine Power. - The technician may observe on a scan tool DTC P2138 - Accelerator Pedal Position (APP) Sensor 1-2 Correlation set as Current or in History. Cause This condition may be caused by water intrusion into the instrument panel (IP) to body harness connector, which carries the APP sensor signals to the ECM/PCM. This water intrusion results in a voltage difference between APP Sensor 1 and APP Sensor 2 that exceeds a predetermined value for more than a calibrated period of time, setting P2138. Correction Note Aftermarket equipment can generate DTC P2138 and/or other DTCs. 1. Verify that aftermarket equipment is not electrically connected to any of the APP sensor signal or low reference circuits or to any other ECM/PCM 5V reference or low reference circuits. Refer to Checking Aftermarket Accessories in SI. 2. Perform the Diagnostic System Check - Vehicle. ‹› If any 5V reference DTCs are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle. ‹› If any 5V reference DTCs are not set, proceed to Step 3. 3. Locate the IP to body harness connector, which may be located in and around the left hand kick panel area or inside the IP. Depending on the vehicle and model year, refer to Wiring Systems or Power and Signal Distribution in SI. Note Some examples of potential water leaks are: A-pillar seals, sunroof drain lines (if equipped) and windshield/cowl sealing. 4. Inspect for a water leak in the area. If necessary use a water hose to determine the source of the leak. Refer to General Information > Water Leaks in SI. ‹› If a water leak is observed, repair as necessary. Verify the effectiveness of the repair. 5. Inspect the IP to body harness connector terminals for corrosion and debris. Refer to Testing for Intermittent Conditions and Poor Connections in SI. ‹› If any corrosion and/or debris is observed, repair as necessary. 6. After completing the repair, verify the proper operation of the system. Depending on the vehicle and model year, perform the Diagnostic Repair Verification procedure or refer to Diagnostic Trouble Code (DTC) List - Vehicle in SI. Diagrams Manifold Absolute Pressure (MAP) Sensor Page 9683 All U.S. Dealers participating in the GM Common Training Program can enroll through the GM Common Training System Website at https://www.gmcommontraining.com. Within the website, there are individual training paths that are designed to assist in planning the training needs for each individual. Technicians should advise their Service Manager of their training needs including course names and course numbers. Dealers who have questions about GM Common Training should contact the GM Common Training help desk at 1-888-748-2686. The help desk is available Monday through Friday, 8:00 am-8:00pm Eastern Standard Time, excluding holidays. For GM Access support, contact the GM Access Help Desk at 1-888-337-1010. FLEETS GM Fleet customers with GM Warranty In-Shop agreements are able to participate in service technical training through GM Common Training/GM Service Technical College (STC). Assistance for all GM fleet customers using GM STC products and services is provided on the Internet via www.gmcommontraining.com using the "Contact Us" button on the site and/or the GM Common Training Help Desk at 1-888-748-2687. To order GM STC Training Materials, please contact the GM Training Materials Headquarters at 1-800-393-4831. Most GM STC course materials have associated charges. To purchase authentic GM STC Training Materials, contact the GM Training Materials Headquarters at 1-800-393-4831. NON-GM DEALER TECHNICIANS Technicians training for non-GM dealers is available through ACDelco. This training is for ACDelco customers employed in the automotive or truck service industry. ACDelco courses are available at all approved GM Training Centers. Availability and schedules can be obtained by calling 1-800-825-5886 or contact us via the web at www.acdelcotechconnect.com and select the training button. Clinics are also offered through ACDelco Warehouse Distributors. Contract your dealer directly for more information. Page 7950 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 5475 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 8066 Page 10465 22. The horseshoe clip with the tab is not flush when not fully engaged. Page 13190 Page 8176 14. Connect the EVAP (2) line to the fuel rail. 15. Position and install the brake master cylinder. 16. Install the air cleaner outlet duct. Page 9351 1. Pull out the slider on the connector position assurance (CPA) until it is at the end of its travel. 2. Disconnect the connector from the component. 3. Remove the wire dress cover, if necessary. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-557 (GM P/N 12122378) into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. Connector Position Assurance Locks CONNECTOR POSITION ASSURANCE LOCKS The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of the connector. CPAs are used in various connectors throughout the vehicle. CPAs are also used in all SIR system electrical connectors. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals, of the connector. Delphi Connectors (Micro .64) DELPHI CONNECTORS (MICRO .64) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE Follow the steps below in order to remove terminals from Micro 64 connectors. 1. Locate the lever lock on the wire dress cover. While depressing the lock, pull the lever over and past the lock. 2. Disconnect the connector from the component. Page 10998 5. Notice: Refer to Fastener Notice in Service Precautions. Install the oil pump body and cover bolts (206,207). ^ Tighten the bolts (207) to 12 Nm (106 inch lbs.). ^ Tighten the bolts (206) to 16 Nm (12 ft. lbs.). 6. Reposition and connect the electrical connectors to the following: ^ Automatic transaxle fluid pressure manual valve position switch assembly (395) ^ 2 - 3 Shift solenoid valve assembly (315B) ^ If equipped internal mode switch 7. Install the case side cover. Specifications Temperature vs Resistance - Intake Air Temperature (IAT) Sensor Page 12204 Page 7516 Passenger Car Zoning PASSENGER CAR ZONING Page 3235 12. Remove the right side engine mount bracket bolts. 13. Remove the right side engine mount and bracket from the vehicle. 14. Disconnect the power steering cooler pipe/hose from the gear. 15. Remove the power steering cooler pipe/hose clamp from the pipe/hose and return line. 16. Disconnect the power steering cooler pipe/hose from the return line. 17. Remove the power steering cooler pipe/hose assembly from the vehicle. 18. Connect the power steering cooler pipe/hose to the return line and install clamp. 19. Connect the power steering cooler pipe/hose to the gear. 20. Install the right side engine mount with the bracket to the vehicle. 21. Install the right side engine mount bracket bolts. Tighten Tighten the engine mount bracket bolts to 50 Nm (37 lb-ft.). 22. Raise the rear of the frame (cradle) using an adjustable jackstand. 23. Install the rear frame bolts. Tighten Tighten the rear frame bolts to 160 Nm (118 lb-ft). 24. Remove the adjustable jackstand from under the frame. 25. Lower the transmission and remove support~. Description and Operation Fuel Level Sensor: Description and Operation FUEL LEVEL SENSOR The fuel level sensor consists of a float, a wire float arm, and a ceramic resistor card. The position of the float arm indicates the fuel level. The fuel level sensor contains a variable resistor which changes resistance in correspondence with the amount of fuel in the fuel tank. The powertrain control module (PCM) sends the fuel level information via the class 2 circuit to the instrument panel cluster (IPC). This information is used for the instrument panel (I/P) fuel gage and the low fuel warning indicator, if applicable. The PCM also monitors the fuel level input for various diagnostics. Page 9302 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 12268 Fuse Block: Connector Views Fuse Block - Underhood C1 (Part 1) Page 10794 Transmission Internal Mode Switch Connector, Wiring Harness Side Page 10428 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7091 The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Tyco/Amp Connectors (CM 42-Way) TYCO/AMP CONNECTORS (CM 42-WAY) TOOLS REQUIRED J-38125 Terminal Repair Kit REMOVAL PROCEDURE 1. Locate the connector position assurance (CPA) on the connector body and pull the CPA out. The CPA is on the wire harness side of connector. 2. Disconnect the connector from the component. 3. Use a small flat-bladed tool to gently pry off the dress cover by inserting the tool under the cover opposite the harness side and prying up. 4. Remove the cover. 5. Using a small flat-bladed tool, push on the side of the nose piece retainer while pushing the nose piece forward with your thumb. This will release the terminal position assurance (TPA). Page 7708 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7048 Page 9145 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 12132 system to verify that these add-on accessories are not the cause of the problems. Possible causes of vehicle problems related to aftermarket accessories include: - Power feeds connected to points other than the battery - Antenna location - Transceiver wiring located too close to vehicle electronic modules or wiring - Poor shielding or poor connectors on antenna feed line - Check for recent service bulletins detailing installation guidelines for aftermarket accessories. Inducing Intermittent Fault Conditions INDUCING INTERMITTENT FAULT CONDITIONS TOOLS REQUIRED J 25070 Heat Gun Many intermittent open or shorted circuits are affected by harness/connector movement that is caused by vibration, engine torque, bumps/rough pavement, etc. In order to duplicate the customer's concern, it may be necessary to manipulate the wiring harness if the malfunction appears to be vibration related. Manipulation of a circuit can consist of a wide variety of actions, including: Wiggling the harness - Disconnecting a connector and reconnecting - Stressing the mechanical connection of a connector - Pulling on the harness or wire in order to identify a separation/break inside the insulation - Relocating a harness or wires All these actions should be performed with some goal in mind. For instance, with a scan tool connected, wiggling the wires may uncover a faulty input to the control module. The snapshot option would be appropriate here. Refer to Scan Tool Snapshot Procedure. Another option is, with the component commanded ON and OFF by the scan tool, move related connectors and wiring and observe the component operation. With the engine running, move related connectors and wiring while monitoring engine operation. If harness or connector movement affects the data displayed, component/system operation, or engine operation, inspect and repair the harness/connections as necessary. You may need to load the vehicle in order to duplicate the concern. This may require the use of weights, floorjacks, jackstands, frame machines, etc. In these cases you are attempting to duplicate the concern by manipulating the suspension or frame. This method is useful in finding harnesses that are too short and their connectors pull apart enough to cause a poor connection. A DMM set to Peak Min/Max mode and connected to the suspect circuit while testing can yield desirable results. Refer to Testing for Electrical Intermittents. Certainly, using the senses of sight, smell, and hearing while manipulating the circuit can provide good results as well. There may be instances where circuit manipulation alone will not meet the required criteria for the fault condition to appear. In such cases it may be necessary to expose the suspect circuit to other conditions while manipulating the harness. Such conditions would include high moisture conditions, along with exceptionally high or low temperatures. The following discusses how to expose the circuit to these kinds of conditions. SALT WATER SPRAY Some compounds possess the ability to conduct electricity when dissolved in water such as ordinary salt. By mixing table salt with water in sufficient quantities, you can enhance the conductive properties of water so that any circuit which may be sensitive to moisture will more readily fail when liberally sprayed with this mixture. Mixing 0.35L (12 oz) of water with approximately 1 tablespoon of salt will yield a salt solution of 5 percent. Fill a normal spray bottle with this mixture. This mixture is sufficient to enhance the water's own conductivity. This may cause the circuit to fail more easily when sprayed. Once the mixture is completed, spray the suspect area liberally with the solution. Then, while monitoring either a scan tool or DMM, manipulate the harness as discussed previously. HIGH TEMPERATURE CONDITIONS If the complaint tends to be heat related, you can simulate the condition using the J 25070. Using the heat gun, you can heat up the suspected area or component. Manipulate the harnesses under high temperature conditions while monitoring the scan tool or DMM to locate the fault condition. The high temperature condition may be achieved simply by test driving the vehicle at normal operating temperature. If a heat gun is unavailable, consider this option to enhance your diagnosis. This option does not allow for the same control, however. LOW TEMPERATURE CONDITIONS Depending on the nature of the fault condition, placing a fan in front of the vehicle while the vehicle is in the shade can have the desired effect. If this is unsuccessful, use local cooling treatments such as ice or a venturi type nozzle (one that provides hot or cold air). This type of tool is capable Page 10522 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 1059 The first connector design of the Micro-Pack 100W (1) has a white connector interface that holds the terminals. The second design of the Micro-Pack 100W (2) has a gray interface to hold the terminals. Also, the first design has terminal cavities that are further apart (3 mm centerline) and offset from the other row of terminal cavities in the connector. The second design has terminals cavities that are closer together (2.54 mm centerline) and aligned vertically. One other way to identify the second design is the thin strip of material that runs along the outside of the cavities. IMPORTANT: There are 2 styles of Micro-Pack 100W terminals which are very similar. Ensure that you have the correct terminal before crimping the new terminal to the wire. The first design connector uses the longer terminal (1) that has a raised area in front of the recess in the terminal. The second design connector uses the shorter terminal without the raised area. Follow the steps below in order to remove terminals from Micro-Pack 100W connectors. Some Micro-Pack 100W connector disassembly procedures will vary. Use this procedure as a guide. 1. Disconnect the connector from the component. Page 9191 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Specifications Thermostat: Specifications Thermostat Full Open Temperature .................................................................................................... ............................................................................ 195° Page 6473 1. Open the harness. - If the harness is taped, remove the tape. - To avoid wiring insulation damage, use a sewing ripper in order to cut open the harness. - If the harness has a black plastic conduit, pull out the desired wire. 2. Cut the wire. - Cut as little wire off the harness as possible. - Ensure that each splice is at least 40 mm (1.5 in) away from other splices, harness branches and connectors. This helps prevent moisture from bridging adjacent splices and causing damage. 3. Select the proper size and type of wire. - The wire must be of equal or greater size than the original (except fusible link). - The wire's insulation must have the same or higher temperature rating. - Use general purpose insulation for areas that are not subject to high temperatures. - Use a cross-linked polyethylene insulated wire for areas where high temperatures are expected. IMPORTANT: Use cross-linked polyethylene wire to replace PVC, but do not replace cross-linked polyethylene with PVC. - Cross-linked polyethylene wire is not fuel resistant. Do not use to replace wire where there is the possibility of fuel contact. 4. Strip the insulation. - Select the correct size opening in the wire stripper or work down from the largest size. - Strip approximately 7.5 mm (5/16 in) of insulation from each wire to be spliced. 5. Select the proper clip to secure the splice. Follow the instructions in the J-38125 in order to determine the proper clip size crimp tool and anvil. 6. Overlap the 2 stripped wire ends and hold them between thumb and forefinger. 7. Center the splice clip (2) over the stripped wires (1) and hold the clip in place. - Ensure that the wires extend beyond the clip in each direction. - Ensure that no insulation is caught under the clip. 8. Center the crimp tool over the splice clip and wires. 9. Apply steady pressure until the crimp tool closes.Ensure that no strands of wire are cut. 10. Crimp the splice on each end (2). Page 6999 - Follow the splicing instructions for copper wire and splice the drain wire. - Wrap the drain wire around the conductors and tape with mylar tape. 5. Tape over the entire cable. Use a winding motion when you apply the tape. Registered and Non - Registered Trademarks REGISTERED AND NON-REGISTERED TRADEMARKS Page 1734 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Page 217 Important: The optic cable must not be bent with a radius less than 25 mm (1 in). 6.12. Place the optic cable in the wiring harness channels on the right-hand side. Thread through the existing cable ties (C) if possible, otherwise, secure with a cable tie to the existing one. Close the cover on the channels. Ensure the catches lock. 6.13. Secure the optic cable along the right-hand rear wheel housing, next to the ordinary wiring harness securing points and by the SRS unit (D). 6.14. Thread the optic cable up next to the safety belt by the old optic cable and place on the parcel shelf. 6.15. Unplug the connectors (E) from the OnStar(R) control modules. 6.16. Remove the console (F) together with the OnStar(R) control modules. Page 6470 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 2612 TPMS System - Service And Re-Learning Sensor IDs Tire Pressure Sensor: Technical Service Bulletins TPMS System - Service And Re-Learning Sensor IDs INFORMATION Bulletin No.: 10-03-16-001 Date: July 19, 2010 Subject: TPMS System Service and Re-Learning Sensor IDs Models: 2011 and Prior GM Passenger Cars and Light Duty Trucks 2010 and Prior HUMMER H2 2009 and Prior HUMMER H3 2010 and Prior Saturn Models 2009 and Prior Saab 9-7X with Wheel-Mounted Tire Pressure Sensors In the event that the spare tire, which is normally not equipped with a tire pressure monitor (TPM) sensor, is installed in place of one of the road tires and the vehicle is driven above 40 km/h (25 mph) for 20 minutes or more, the TPM indicator icon on the instrument panel cluster (IPC) will flash for approximately one minute and then remain on steady each time the ignition is turned ON, indicating a diagnostic trouble code (DTC) has been set. The driver information center (DIC), if equipped, will also display a SERVICE TIRE MONITOR type message. When the road tire is repaired and reinstalled in the original location, the TPM indicator icon illumination and DIC message may remain displayed until the DTC is cleared. To ensure that the TPM indicator and the DIC message are cleared after service, it is necessary to clear any TPM DTCs using a scan tool. If a scan tool is unavailable, performing the TPM relearn procedure using a TPM diagnostic tool will provide the same results. It is advised to perform the relearn procedure away from other vehicles to prevent picking up a stray sensor signal. If one or more of the TPM sensors are missing or damaged and have been replaced, then the relearn procedure must be performed. Disclaimer Page 2361 Page 5324 If a wire is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm, etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper (available from sewing supply stores) in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except coaxial. - Do not use the DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent American wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 9632 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 11920 Page 4679 pulling it through. This will prevent damage to the internal seals of the connector. Once the terminal is pushed out of the connector, cut the wire as close to the terminal as possible and pull the wire through the connector. TERMINAL REPAIR PROCEDURE The Micro-Pack 100W connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-101 (W jaw) crimping tool was developed to crimp Micro-Pack 100W terminals. The J 38125-101 (W jaw) crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. After the terminal is removed from the connector perform the following procedure in order to repair Micro-Pack 100 terminals. 1. Cut the wire as close to the terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 3. Depress the spring loaded locator of the J 38125-101 (W jaw) crimping tool until the terminal holder is completely visible. 4. Insert the terminal into the crimp tool until the core wings are flush with the anvil on the crimp tool. Be sure that the wings are pointed toward the crimp tool former and release the spring locator. The locator will hold the terminal in place. Inspect the alignment of the terminal wings with the crimp tool former. If the terminal wings are wider than the crimp tool former, remove the terminal and bend the terminal wings in slightly. 5. Place stripped wire into terminal. 6. Crimp the new terminal to the wire. If a jam occurs, press the emergency release to open applicator. TERMINAL REPLACEMENT PROCEDURE After the terminal is crimped to the wire perform the following procedure in order to replace Micro-Pack 100 terminals. 1. Slide the new terminal into the correct cavity at the back of the connector. 2. Push the terminal into the connector until it locks into place. The new terminal should be even with the other terminals. Ensure that the terminal is locked in place by gently pulling on the wire. Page 2451 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 6264 All grounds, in-line connectors, pass-through grommets, and splices have identifying numbers that correspond to where they are located in the vehicle. The following table explains the numbering system. Page 2362 Page 668 Page 13112 Important Other forms of slow air leaks are possible. If the body of the tire, valve stem and wheel flange show no signs of air seepage, refer to Corporate Bulletin Number 05-03-10-003D for additional information on possible wheel porosity issues. 3. Bead seat corrosion is identified by what appears like blistering of the wheel finish, causing a rough or uneven surface that is difficult for the tire to maintain a proper seal on. Below is a close-up photo of bead seat corrosion on an aluminum wheel that was sufficient to cause slow air loss. Close-Up of Bead Seat Corrosion 4. If corrosion is found on the wheel bead seat, measure the affected area as shown below. - For vehicles with 32,186 km (20,000 mi) or less, the total allowable combined linear area of repairable corrosion is 100 mm (4 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. - For vehicles that have exceeded 32,186 km (20,000 mi), the total allowable combined linear area of repairable corrosion is 200 mm (8 in) or less. If the total area(s) of corrosion exceed these dimensions, the wheel should be replaced. 5. In order to correct the wheel leak, use a clean-up (fine cut) sanding disc or biscuit to remove the corrosion and any flaking paint. You should remove the corrosion back far enough until you reach material that is stable and firmly bonded to the wheel. Try to taper the edge of any flaking paint as best you can in order to avoid sharp edges that may increase the chance of a leak reoccurring. The photo below shows an acceptable repaired surface. Notice Corrosion that extends up the lip of the wheel, where after the clean-up process it would be visible with the tire mounted, is only acceptable on the inboard flange. The inboard flange is not visible with the wheel assembly in the mounted position. If any loose coatings or corrosion extend to the visible surfaces on the FACE of the wheel, that wheel must be replaced. Important Remove ONLY the material required to eliminate the corrosion from the bead seating surface. DO NOT remove excessive amounts of material. ALWAYS keep the sealing surface as smooth and level as possible. Page 3578 Fax: 1-586-578-7205 Thread Inserts THREAD INSERTS General purpose thread repair kits. These kits are available commercially. Repair Procedure 1. Determine the size, the pitch, and the depth of the damaged thread. If necessary, adjust the stop collars on the cutting tool and tap to the required depth. CAUTION: Refer to Safety Glasses Caution in Service Precautions. - Avoid any buildup of chips. Back out the tap every few turns and remove the chips. IMPORTANT: Refer to the thread repair kit manufacturer's instructions regarding the size of the drill and tap to use. 2. Drill out the damaged threads. Clean out any chips. 3. Lubricate the tap with light engine oil. Tap the hole. Clean the threads. 4. Thread the thread insert onto the mandrel of the installer. Engage the tang of the insert onto the end of the mandrel. 5. Lubricate the insert with light engine oil, except when installing in aluminum and install the insert. IMPORTANT: The insert should be flush to one turn below the surface. 6. If the tang of the insert does not break off when backing out the installer, break the tang off with a drift. Training TRAINING DEALERS Page 10959 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 7532 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Page 5850 These fasteners accomplish the thread interface by the presence of a thread-locking compound on the fastener threads. Refer to the appropriate repair procedure in order to determine if the fastener may be reused and the applicable thread-locking compound to apply to the fastener. A prevailing torque fastener may be reused ONLY if: The fastener and the fastener counterpart are clean and not damaged - There is no rust on the fastener - The fastener develops the specified minimum torque against its counterpart prior to the fastener seating. Page 7547 connector. 10. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 11. Insert the J 38125-560 (GM P/N 15314260) into the 2 triangular cavities on each side of the terminal at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 12. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125. TERMINAL REPLACEMENT PROCEDURE 1. Never insert the same terminal back into the connector once it is removed. Crimp on a new terminal. 2. Prior to installation the terminal must be aligned so the (1) coding lugs align with the (2) coding grooves on the connector. 3. Once the terminal is aligned, slide the terminal into the cavity until the retainer has engaged in the cavity of the connector. 4. Slide the TPA in the connector body and seat it using a small flat bladed tool. The TPA is seated when it is flush with the contact housing. 5. Secure the wires to the connector body using a tie wrap and replace the dress cover and grommet. Bosch Connectors (2.8 JPT) BOSCH CONNECTORS (2.8 JPT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE Page 9012 - Find the wire on the schematic and convert the metric size to the equivalent american wire gage (AWG) size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 5. Slide a section of high temperature SCT1 shrink tubing down the length of wire to be spliced. Ensure that the shrink tubing will not interfere with the splice procedure. 6. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 7. Use the Splice Crimp Tool from the J-38125 in order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. 8. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 9. Insert the wire into the DuraSeal splice sleeve barrel until the wire hits the barrel stop. 10. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 11. Using the heat torch, apply heat to the crimped area of the barrel. 12. Gradually move the heat barrel to the open end of the tubing: Page 1386 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 8630 The most commonly used metric fastener strength property classes are 9.8 and 10.9. The class identification is embossed on the head of each bolt. The English, inch strength classes range from grade 2 to grade 8. Radial lines are embossed on the head of each bolt in order to identify the strength class. The number of lines on the head of the bolt is 2 lines less than the actual grade. For example, a grade 8 bolt will have 6 radial lines on the bolt head. Some metric nuts are marked with a single digit strength identification number on the nut face. The correct fasteners are available through GMSPO. Many metric fasteners available in the aftermarket parts channels are designed to metric standards of countries other than the United States, and may exhibit the following: Lower strength - No numbered head marking system - Wrong thread pitch The metric fasteners on GM products are designed to new, international standards. The following are the common sizes and pitches, except for special applications: M6.0 X 1 - M8 X 1.25 - M10 X 1.5 - M12 X 1.75 - M14 X 2.00 - M16 X 2.00 PREVAILING TORQUE FASTENERS Prevailing torque fasteners create a thread interface between the fastener and the fastener counterpart in order to prevent the fastener from loosening. ALL METAL PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by a designed distortion or deformation in the fastener. NYLON INTERFACE PREVAILING TORQUE FASTENERS These fasteners accomplish the thread interface by the presence of a nylon material on the fastener threads. ADHESIVE COATED FASTENERS Audio - Inadvertent Steering Wheel Button Activation Remote Switch: Technical Service Bulletins Audio - Inadvertent Steering Wheel Button Activation INFORMATION Bulletin No.: 08-08-44-028 Date: August 28, 2008 Subject: Information On Inadvertent Steering Wheel Control (SWC) Button Press Causing Radio Anomalies Models: 2009 and Prior GM Passenger Cars and Trucks (Including Saturn) 2009 and Prior HUMMER H2, H3 Models 2009 and Prior Saab 9-7X All Vehicles with Steering Wheel Controls This bulletin is being issued to provide a recommendation for vehicles with a customer concern of the radio station tuning changing by itself, volume changing by itself, radio changing by itself, or radio muting or going silent when driving and turning the steering wheel. The switches on the right hand side of the steering wheel are easily pressed and may inadvertently be pressed when turning the steering wheel. These concerns may be affected by the location of the steering wheel controls. Recommendation Do Not Replace The Radio 1. Please determine that the switch controls on the steering wheel are functioning correctly. 2. Ask the customer if their hand was in close proximity to the steering wheel controls when the condition happened. Explain to the customer that bumping the controls would have caused this undesired action. Explain to the customer the proper use and function of the steering wheel controls. Disclaimer Page 5313 3. To assemble the connector, reverse the Terminal Removal Procedure. Delphi Connectors (Pull To Seat) DELPHI CONNECTORS (PULL TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL If the terminal is visibly damaged or is suspected of having a faulty connection, the terminal should be replaced. Follow the steps below in order to repair pull-to-seat connectors: 1. Remove the connector position assurance (CPA) device and/or the secondary lock. 2. Disconnect the connector from the component or separate the connectors for in-line connectors. 3. Remove the terminal position assurance (TPA) device. 4. Insert the proper pick or removal tool into the front of the connector body. 5. Grasp the wire at the back of the connector body and gently push the terminal (1) out the front of the connector body (3). IMPORTANT: On connectors with more than one terminal the service loop may not be large enough to remove the terminal and crimp on a new one. If the terminal wire does not have a large enough service loop for removal, cut the wire 5 cm (2 in)behind the connector before removal. TERMINAL REPAIR 1. If the wire needed to be cut in order to remove the terminal, gently push a small length of the same size wire through the back of the connector cavity until there is enough wire exposed in order to crimp on a new terminal. If the wire was not cut, cut the existing wire as close to the old terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Crimp a new terminal to the wire. 4. Solder the crimp with rosin core solder. TERMINAL INSTALLATION 1. Align the terminal and pull the wire from the back of the connector in order to seat the terminal. 2. If necessary, cut the new wire to proper length and splice with existing circuit. Refer to Splicing Copper Wire Using Splice Sleeves. 3. If the connector is outside of the passenger compartment, apply dielectric grease to the connector. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Push To Seat) DELPHI CONNECTORS (PUSH TO SEAT) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL Page 8484 Fuel Pump Relay: Diagnostic Aids Abbreviations and Meanings ABBREVIATIONS AND MEANINGS Page 6589 Snapshot is a recording of the parameters of a control module while the snapshot is being made. A snapshot may be used to analyze the data during the time a vehicle condition is current. This allows you to concentrate on making the condition recur, rather than trying to view all the data in anticipation of the fault. The snapshot contains information around a trigger point that you have determined. There are many different scan tools that have varying functions. For example, the Tech 2 Scan Tool can also graph parameters separately or in combinations of parameters for comparison. Only a single data list may be recorded in each snapshot. It can trigger a Snapshot manually at the time the symptom is noticed, or be set up in advance to trigger when a DTC sets. The Tech 2 Scan Tool has the ability to store 2 snapshots. The ability to record 2 snapshots allows comparing hot versus cold and good versus bad vehicle scenarios. The snapshots are stored on a first-in, first-out basis. If a third snapshot is taken, the first snapshot stored in the memory will be lost. Snapshots can be 1 of 2 types: Snapshot-taken from the Snapshot menu choice - Quick Snapshot-taken from the Data Display soft key choice, does not contain DTC information When a snapshot is taken, it is recorded on the memory card and may contain as many as 1,200 frames of information. Because the snapshot is recorded onto the memory card, snapshots are not lost if the Tech 2 Scan Tool is powered down. The snapshot replay screen has a plot soft key that can be of great value for intermittent diagnosis. The snapshot plot feature can help you to quickly determine if a sensor is outside of its expected values by plotting 3 parameters at a time. The data will be displayed both graphically and numerically showing the minimum and maximum values for all frames captured. This is helpful, especially if the fault occurs only once and does not set a DTC. VEHICLE DATA RECORDER The J 42598 is connected to the data link connector (DLC) and sent with the customer. The J 42598 captures data for later retrieval and analysis by the technician. Refer to the vehicle data recorder user instructions for more information. Testing for a Short to Voltage TESTING FOR A SHORT TO VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure tests for a short to voltage in a circuit. 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 end of the circuit to be tested. 3. Connect the negative lead of the DMM to a good ground. 4. Turn ON the ignition and operate all accessories. 5. If the voltage measured is greater than 1 volt, there is a short to voltage in the circuit. Testing for Continuity TESTING FOR CONTINUITY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures verify good continuity in a circuit. With a DMM 1. Set the rotary dial of the DMM to the ohm position. 2. Disconnect the power feed (i.e. fuse, control module) from the suspect circuit. 3. Disconnect the load. 4. Press the MIN MAX button on the DMM. 5. Connect one lead of the DMM to one end of the circuit to be tested. 6. Connect the other lead of the DMM to the other end of the circuit. 7. If the DMM displays low or no resistance and a tone is heard, the circuit has good continuity. With a Test Lamp IMPORTANT: Only use the test lamp procedure on low impedance power and ground circuits. 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to 1 end of the circuit to be tested. Initial Inspection and Diagnostic Overview Body Control Module: Initial Inspection and Diagnostic Overview DIAGNOSTIC STARTING POINT - COMPUTER/INTEGRATING SYSTEMS Begin the system diagnosis with Diagnostic System Check - Vehicle. The Diagnostic System Check - Vehicle will provide the following information: - The identification of the control modules which are not communicating. - The identification of any stored diagnostic trouble codes (DTCs) and their status. See: Testing and Inspection/Diagnostic Trouble Code Tests and Associated Procedures The use of the Diagnostic System Check - Vehicle will identify the correct procedures to begin vehicle diagnosis. These must be performed before system DTC or symptom diagnosis. Page 7186 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Capacity Specifications Refrigerant: Capacity Specifications Air Conditioning Refrigerant ................................................................................................................ .................................................... 1.35 lbs. (0.61 kg) NOTE: All capacities are approximate. Page 6060 - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 13. Center the high temperature SCT1 shrink tube over the DuraSeal splice sleeve. 14. Using the heat torch, apply heat to the high temperature heat shrink tubing. 15. Gradually move the heat from the center to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. 16. Replace any reflective tape and clips that may have been remove during the repair. Repairing Damaged Wire Insulation REPAIRING DAMAGED WIRE INSULATION If the conductive portion of the wire is not damaged, locate the problem and apply tape around the wire. If the damage is more extensive, replace the faulty segment of the wire. Refer to Splicing Copper Wire Using Splice Clips and follow the instruction to repair the wire. SIR/SRS Wiring Repairs SIR/SRS WIRING REPAIRS TOOLS REQUIRED J-38125 Terminal Repair Kit The Supplemental Inflatable Restraint (SIR) System/Supplemental Restraint System (SRS) requires special wiring repair procedures due to the Page 8733 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8146 Vehicle Speed Sensor: Service and Repair Vehicle Speed Sensor (VSS) Replacement Removal Procedure 1. Raise and support the vehicle. Refer to Vehicle Lifting. 2. Remove the right front tire and wheel. 3. Disconnect the vehicle speed sensor (VSS) electrical connector. 4. Remove the VSS bolt (9). 5. Remove the VSS (10) from the extension case. 6. Remove the O-ring (11) from the VSS (10). Installation Procedure Page 3569 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 11714 Conversion - English/Metric (Part 1) Page 8538 If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125. Use the following wiring repair procedures in order to ensure the integrity of the DuraSeal splice sleeves. 1. Open the harness by removing any tape: IMPORTANT: You must perform the following procedures in the listed order. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip with all of the wire strands intact. - Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. - Use the DuraSeal splice sleeves on all types of insulation except tefzel and coaxial. - Do not use the crimp and DuraSeal splice sleeve to form a splice with more than 2 wires coming together. 2. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 3. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Find the wire on the schematic and convert the metric size to the equivalent AWG size. - Use an AWG wire gage. - If you are unsure of the wire size, begin with the largest opening in the wire stripper and work down until achieving a clean strip of the insulation. - Strip approximately 7.5 mm (0.313 in) of insulation from each wire to be spliced. - Do not nick or cut any of the strands. Inspect the stripped wire for nicks or cut strands. - If the wire is damaged, repeat this procedure after removing the damaged section. 4. Select the proper DuraSeal splice sleeve according to the wire size. Refer to the above table at the beginning of the repair procedure for the color coding of the DuraSeal splice sleeves and the crimp tool nests. 5. Use the Splice Crimp Tool from the J-38125 to crimp DuraSeal splice sleeve. In order to position the DuraSeal splice sleeve in the proper color nest of the Splice Crimp Tool. The crimp tool has three nests, 1 is for the salmon and green splice sleeve, 2 is for the blue splice sleeve, and 3 is for the yellow splice sleeve. Page 7616 This service data uses various symbols in order to describe different service operations. Basic Knowledge Required GENERAL ELECTRICAL DIAGNOSIS PROCEDURES BASIC KNOWLEDGE REQUIRED Without a basic knowledge of electricity, it will be difficult to use the diagnostic procedures contained in the service manual. You should understand the basic theory of electricity, and know the meaning of voltage (volts), current (amps), and resistance (ohms). You should also be able to read and understand a wiring diagram, as well as understand what happens in a circuit with an open or a shorted wire. Page 2951 Transmission Speed Sensor: Service and Repair Input Speed Sensor Replacement Removal Procedure 1. Remove the case side cover. 2. Disconnect the input speed sensor electrical connector. 3. Remove the input speed sensor retaining clip (441). 4. Remove the input speed sensor (440). 5. Inspect the input speed sensor (440) for the following conditions: ^ Damaged or missing magnet ^ Damaged housing ^ Bent or missing electrical terminals ^ Damaged speed sensor clip (441) Installation Procedure 1. Install the input speed sensor (440). 2. Install the input speed sensor retaining clip (441). 3. Connect the input speed sensor electrical connector. 4. Install the case side cover. Page 2552 After the terminal is removed from the connector perform the following procedure in order to repair Micro 64 terminals. IMPORTANT: After cutting the damaged terminal from the wire, determine if the remaining wire is long enough to reach the connector without putting a strain on the wire. If the wire is not long enough, splice a small length of the same gage wire to the existing wire, then crimp the new terminal on the added wire. 1. Cut the wire as close to the damaged terminal as possible. 2. Strip 5 mm (3/16 in) of insulation from the wire. 3. Depress the spring loaded locator of the crimping tool until the terminal holder is completely visible. 4. Insert terminal into the appropriate terminal holder until it hits bottom and stops. The correct terminal holder is determined by the wire size. Also ensure that the terminals wings are pointing towards the former on the tool and the release locator. 5. Insert the stripped cable into the terminal. Insulation should be visible on both sides of the terminal insulation wings. 6. Compress the handles until the ratchet automatically releases. 7. Place the terminal into the appropriate cavity and assemble the connector. Delphi Connectors (Micro-Pack 100W) DELPHI CONNECTORS (MICRO-PACK 100W) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE There are 2 styles of Micro-Pack 100W connectors. These connectors are very similar but use different terminals and have some minor physical differences also. Page 3626 TESTING FOR PROPER TERMINAL CONTACT It is important to test terminal contact at the component and any inline connectors before replacing a suspect component. Mating terminals must be inspected to ensure good terminal contact. A poor connection between the male and female terminal at a connector may be the result of contamination or deformation. Contamination may be caused by the connector halves being improperly connected. A missing or damaged connector seal, damage to the connector itself, or exposing the terminals to moisture and dirt can also cause contamination. Contamination, usually in the underhood or underbody connectors, leads to terminal corrosion, causing an open circuit or intermittently open circuit. Deformation is caused by probing the mating side of a connector terminal without the proper adapter. Always use the J 35616 when probing connectors. Other causes of terminal deformation are improperly joining the connector halves, or repeatedly separating and joining the connector halves. Deformation, usually to the female terminal contact tang, can result in poor terminal contact causing an open or intermittently open circuit. ROUND WIRE CONNECTORS Follow the procedure below to test terminal contact of Metri-Pack or 56 series terminals. Refer to the J-38125 or the J 38125-4 Instruction Manual for terminal identification. Follow the procedure below in order to test terminal contact: 1. Separate the connector halves. 2. Visually inspect the connector halves for contamination. Contamination may result in a white or green build-up within the connector body or between terminals. This causes high terminal resistance, intermittent contact, or an open circuit. An underhood or underbody connector that shows signs of contamination should be replaced in its entirety: terminals, seals, and connector body. 3. Using an equivalent male terminal from the J-38125, test that the retention force is significantly different between a good terminal and a suspect terminal. Replace the female terminal in question. CONTROL MODULE/COMPONENT VOLTAGE AND GROUNDS Poor voltage or ground connections can cause widely varying symptoms. Test all control module voltage supply circuits. Many vehicles have multiple circuits supplying voltage to a control module. Other components in the system may have separate voltage supply circuits that may also need to be tested. Inspect connections at the module/component connectors, fuses, and any intermediate connections between the voltage source and the module/component. A test lamp or a DMM may indicate that voltage is present, but neither tests the ability of the circuit to carry sufficient current. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Power Distribution Schematics. - Test all control module ground and system ground circuits. The control module may have multiple ground circuits. Other components in the system may have separate grounds that may also need to be tested. Inspect grounds for clean and tight connections at the grounding point. Inspect the connections at the component and in splice packs, where applicable. Ensure that the circuit can carry the current necessary to operate the component. Refer to Circuit Testing and Ground Distribution Schematics. TEMPERATURE SENSITIVITY - An intermittent condition may occur when a component/connection reaches normal operating temperature. The condition may occur only when the component/connection is cold, or only when the component/connection is hot. - Freeze Frame, Failure Records, Snapshot, or Vehicle Data Recorder data may help with this type of intermittent condition, where applicable. - If the intermittent is related to heat, review the data for a relationship with the following: High ambient temperatures - Underhood/engine generated heat - Circuit generated heat due to a poor connection, or high electrical load - Higher than normal load conditions, towing, etc. - If the intermittent is related to cold, review the data for the following: Low ambient temperatures-In extremely low temperatures, ice may form in a connection or component. Inspect for water intrusion. - The condition only occurs on a cold start. - The condition goes away when the vehicle warms up. - Information from the customer may help to determine if the trouble follows a pattern that is temperature related. - If temperature is suspected of causing an intermittent fault condition, attempt to duplicate the condition. Refer to Inducing Intermittent Fault Conditions in order to duplicate the conditions required. ELECTROMAGNETIC INTERFERENCE (EMI) AND ELECTRICAL NOISE Some electrical components/circuits are sensitive to electromagnetic interference (EMI) or other types of electrical noise. Inspect for the following conditions: A misrouted harness that is too close to high voltage/high current devices such as secondary ignition components, motors, generator etc-These components may induce electrical noise on a circuit that could interfere with normal circuit operation. - Electrical system interference caused by a malfunctioning relay, or a control module driven solenoid or switch-These conditions can cause a sharp electrical surge. Normally, the condition will occur when the malfunctioning component is operating. - Improper installation of non-factory or aftermarket add on accessories such as lights, 2-way radios, amplifiers, electric motors, remote starters, alarm systems, cell phones, etc-These accessories may lead to interference while in use, but do not fail when the accessories are not in use. Refer to Checking Aftermarket Accessories. - Test for an open diode across the A/C compressor clutch and for other open diodes. Some relays may contain a clamping diode. Page 5375 Page 9779 Arrows and Symbols ARROWS AND SYMBOLS Page 12615 Remove the left side transmission mount lower nuts from the frame. Remove the right side engine mount lower nuts from the frame. Support and raise the transmission. Raise the transmission about 51-76 mm (2-3 in). Support the rear of the frame using an adjustable jackstand. Remove the rear frame bolts from frame. Lower the rear of the frame no more than 76 mm (3 in). Remove the right side engine mount bracket bolts. Remove the right side engine mount and bracket from the vehicle. Disconnect the power steering cooler pipe/hose from the gear. Remove the power steering cooler pipe/hose clamp from the return line. Disconnect the power steering cooler pipe/hose from the return line. Page 1445 Application Table (Part 1) Page 1162 Diodes and solid state components in a circuit can cause a DMM to display a false reading. To find out if a component is affecting a measurement take a reading once, then reverse the leads and take a second reading. If the readings differ the solid state component is affecting the measurement. Following are examples of the various methods of connecting the DMM to the circuit to be tested: Backprobe both ends of the connector and either hold the leads in place while manipulating the connector or tape the leads to the harness for continuous monitoring while you perform other operations or test driving. Refer to Probing Electrical Connectors. - Disconnect the harness at both ends of the suspected circuit where it connects either to a component or to other harnesses. - If the system that is being diagnosed has a specified pinout or breakout box, it may be used in order to simplify connecting the DMM to the circuit or for testing multiple circuits quickly. Troubleshooting With A Test Lamp TROUBLESHOOTING WITH A TEST LAMP TOOLS REQUIRED J 35616-200 Test Light - Probe Kit NOTE: Refer to Test Probe Notice in Service Precautions. A test lamp can simply and quickly test a low impedance circuit for voltage. The J 35616-200 is Micro-Pack compatible and comprised of a 12-volt light bulb with an attached pair of leads. To properly operate this tool use the following procedures. When testing for voltage: 1. Attach 1 lead to ground. 2. Touch the other lead to various points along the circuit where voltage should be present. 3. When the bulb illuminates, there is voltage at the point being tested. When testing for ground: 1. Attach 1 lead to battery positive voltage. 2. Touch the other lead to various points along the circuit where ground should be present. 3. When the bulb illuminates, there is ground at the point being tested. Using Connector Test Adapters USING CONNECTOR TEST ADAPTERS NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Using Fused Jumper Wires USING FUSED JUMPER WIRES TOOLS REQUIRED J 36169-A Fused Jumper Wire IMPORTANT: A fused jumper may not protect solid state components from being damaged. The J 36169-A includes small clamp connectors that provide adaptation to most connectors without damage. This fused jumper wire is supplied with a 20-A fuse which may not be suitable for some circuits. Do not use a fuse with a higher rating than the fuse that protects the circuit being tested. Bosch Connectors (BSK) Page 8289 5. Insert the J 38125-553 (GM P/N 15315247) on a slight upward angle into the cavity below the terminal to be removed. Ensure that the pointed on the end of the tool is facing the bottom of the terminal and it stays in contact with the terminal until it stops on the plastic terminal retainer. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 6. Gently pry the plastic terminal retainer down and carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Circuit Protection - Circuit Breakers CIRCUIT PROTECTION - CIRCUIT BREAKERS A circuit breaker is a protective device that is designed to open the circuit when a current load is in excess of the rated breaker capacity. If there is a short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals. Two types of circuit breakers are used. Circuit Breaker This type opens when excessive current passes through it for a period of time. It closes again after a few seconds, and if the cause of the high current is still present, it will open again. The circuit breaker will continue to cycle open and closed until the condition causing the high current is removed. Positive Temperature Coefficient (PTC) Circuit Breaker This type greatly increases its resistance when excessive current passes through it. The excessive current heats the PTC device, as the device heats its resistance increases. Eventually the resistance gets so high that the circuit is effectively open. Unlike the ordinary circuit breaker the PTC unit will not reset until the circuit is opened, by removing the voltage from its terminals. Once the voltage is removed the circuit breaker will re-close within a second or 2. Page 6992 sensitive nature of the circuitry. Follow the specific procedures and instructions when working with the SIR/SRS, and the wiring components, such as connectors and terminals. IMPORTANT: Do not use the terminals in the kit in order to replace damaged SIR/SRS terminals unless specifically indicated by the terminal package. The tool kit J-38125 contains the following items: DuraSeal splice sleeves, in order to repair the SIR/SRS wiring - A wire stripping tool - A special crimping tool - A heat torch - An instruction manual The DuraSeal splice sleeves have the following 2 critical features: A special heat shrink sleeve environmentally seals the splice. The heat shrink sleeve contains a sealing adhesive inside. - A cross hatched (knurled) core crimp provides necessary contact integrity for the sensitive, low energy circuits. The J-38125 also serves as a generic terminal repair kit. The kit contains the following items: A large sampling of common electrical terminals - The correct tools in order to attach the terminals to the wires - The correct tools in order to remove the terminals from the connectors SIR/SRS CONNECTOR REPAIR (PLASTIC BODY AND TERMINAL METAL PIN) Use the connector repair assembly packs in order to repair the damaged SIR/SRS wire harness connectors and the terminals. Do not use the connector repair assembly pack in order to repair the pigtails. These kits include an instruction sheet and the DuraSeal splice sleeves. Use the DuraSeal splice sleeves in order to splice the new wires, connectors, and terminals to the harness. The splice crimping tool is color keyed in order to match the splices from the J-38125. You must use the splice crimping tool in order to apply these splices. The terminals in the SIR/SRS are made of a special metal. This metal provides the necessary contact integrity for the sensitive, low energy circuits. These terminals are only available in the connector repair assembly packs. Do not substitute any other terminals for those in the assembly packs. If the individual terminals are damaged on the sensing and diagnostic module (SDM) harness connector, use one of the following 2 components in order to replace the SDM harness connector: The SDM harness connector pigtail assembly - The SDM harness connector replacement kit If the individual terminals are damaged on any other SIR/SRS connection, use the appropriate connector repair assembly pack in order to replace the entire connection. Replace the entire SIR/SRS wiring harness, if needed, in order to maintain Restraint Systems/SRS circuit integrity. SIR/SRS WIRE PIGTAIL REPAIR IMPORTANT: Do not make wire, connector, or terminal repairs on components with wire pigtails. A wire pigtail is a wire or wires attached directly to the device, not by a connector. If a wiring pigtail is damaged, you must replace the entire component, with pigtail. The inflatable restraint steering wheel module coil is an example of a pigtail component. SIR/SRS WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. Page 5964 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 275 Involved are certain vehicles within the VIN breakpoints shown above. PARTS INFORMATION -- Saab US Only Customer Notification General Motors will notify customers of this special coverage on their vehicles (see copy of typical customer letter shown in this bulletin - actual divisional letter may vary slightly). Page 8408 3. Locate the dress cover locking tabs at the front of the connector. Using a small flat-blade tool push down on one of the locking tabs and pull the cover up until the dress cover releases. Repeat this procedure for the other locking tab. 4. Once the front 2 locks are unlocked, lift the front of the dress cover and pull it forward. 5. Remove the TPA by inserting a small flat-blade tool into the small slot on the TPA and pushing down until the TPA releases. Gently pry the TPA out of the connector. IMPORTANT: Always use care when removing a terminal position assurance (TPA) in order to avoid damaging it. 6. Insert the J 38125-13A (GM P/N 12031876-1) tool into the round canal between the terminals cavities at the front of the connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. IMPORTANT: Be careful not to angle or rock the J 38125-13A tool when inserting it into the connector or the tool may break. 7. While holding the removal tool in place, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. REPAIR PROCEDURE Follow the steps below in order to repair Micro 64 connector terminals. The Micro 64 connectors have small terminals that are difficult to handle and hold when crimping. In order to aid the technician when crimping these terminals, a new crimping tool was developed. The J 38125-64 (M jaw) was developed to crimp Micro 64 terminals. The J 38125-64 crimping tool has a terminal holding block that will hold the terminal in place while the terminal is being crimped. The J 38125-64 crimping tool is also designed to crimp both the wire and the insulation at the same time. Page 5301 - The generator may be allowing AC noise into the electrical system. INCORRECT CONTROL MODULE - There are only a few situations where reprogramming a control module is appropriate: A new service control module is installed. - A control module from another vehicle is installed. - Revised software/calibration files have been released for this vehicle. - Verify that the control module contains the correct software/calibration. If incorrect programming is found, reprogram the control module with the most current software/calibration. Refer to Control Module References in Computer/Integrating Systems for replacement, setup, and programming. IMPORTANT: DO NOT re-program the control module with the SAME software/calibration files that are already present in the control module. This is not an effective repair for any type of concern. Testing for Short to Ground TESTING FOR SHORT TO GROUND NOTE: Refer to Test Probe Notice in Service Precautions. The following procedures test for a short to ground in a circuit. With a DMM 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Set the rotary dial of the DMM to the ohm position. 4. Connect 1 lead of the DMM to 1 end of the circuit to be tested. 5. Connect the other lead of the DMM to a good ground. 6. If the DMM does NOT display infinite resistance (OL), there is a short to ground in the circuit. With a Test Lamp 1. Remove the power feed (i.e. fuse, control module) from the suspect circuit. 2. Disconnect the load. 3. Connect 1 lead of the test lamp to battery positive voltage. 4. Connect the other lead of the test lamp to 1 end of the circuit to be tested. 5. If the test lamp illuminates, there is a short to ground in the circuit. Fuse Powering Several Loads 1. Review the system schematic and locate the fuse that is open. 2. Open the first connector or switch leading from the fuse to each load. 3. Connect a DMM across the fuse terminals (be sure that the fuse is powered). - When the DMM displays voltage the short is in the wiring leading to the first connector or switch. - If the DMM does not display voltage 4. Close each connector or switch until the DMM displays voltage in order to find which circuit is shorted. Troubleshooting with a Digital Multimeter TROUBLESHOOTING WITH A DIGITAL MULTIMETER NOTE: Refer to Test Probe Notice in Service Precautions. IMPORTANT: Circuits which include any solid state control modules, such as the PCM, should only be tested with a 10 megohm or higher impedance digital multimeter such as the J 39200. The J 39200 instruction manual is a good source of information and should be read thoroughly upon receipt of the DMM as well as kept on hand for future reference. A DMM should be used instead of a test lamp in order to test for voltage in high impedance circuits. While a test lamp shows whether voltage is present, a DMM indicates how much voltage is present. The ohmmeter function on a DMM shows how much resistance exists between 2 points along a circuit. Low resistance in a circuit means good continuity. IMPORTANT: Disconnect the power feed from the suspect circuit when measuring resistance with a DMM. This prevents incorrect readings. DMMs apply such a small voltage to measure resistance that the presence of voltages can upset a resistance reading. Page 6401 Accelerator Pedal Position Sensor: Service and Repair ACCELERATOR PEDAL WITH POSITION SENSOR REPLACEMENT REMOVAL PROCEDURE 1. Remove the left instrument panel (I/P) sound insulator. 2. Disconnect the accelerator pedal position (APP) sensor electrical connector (1). 3. Remove the APP sensor assembly bolts. 4. Remove the APP sensor assembly from the vehicle. INSTALLATION PROCEDURE Diagram Information and Instructions Radiator Cooling Fan Motor: Diagram Information and Instructions Electrical Symbols Page 2286 of producing air stream temperatures down to -18°C (0°F) from one end and +71°C (160°F) from the other. This is ideally suited for localized cooling needs. Once the vehicle, component, or harness has been sufficiently cooled, manipulate the harness or components in an effort to duplicate the concern. DUPLICATING FAILURE CONDITIONS - If none of the previous tests are successful, attempt to duplicate and/or capture the failure conditions. - Freeze Frame/Failure Records data, where applicable, contains the conditions that were present when the DTC set. 1. Review and record Freeze Frame/Failure Records data. 2. Clear the DTCs using the scan tool. 3. Turn the key to OFF and wait 15 seconds. 4. Operate the vehicle under the same conditions that were noted in Freeze Frame/Failure Records data, as closely as possible. The vehicle must also be operating within the Conditions for Running the DTC. Refer to Conditions for Running the DTC in the supporting text if a DTC is being diagnosed. 5. Monitor DTC Status for the DTC being tested. The scan tool will indicate Ran, when the enabling conditions have been satisfied long enough for the DTC to run. The scan tool will also indicate whether the DTC passed or failed. - An alternate method is to drive the vehicle with the DMM connected to a suspected circuit. An abnormal reading on the DMM when the concern occurs, may help you locate the concern. Measuring Frequency MEASURING FREQUENCY NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the frequency of a signal. IMPORTANT: Connecting the DMM to the circuit before pressing the Hz button will allow the DMM to autorange to an appropriate range. 1. Apply power to the circuit. 2. Set the rotary dial of the DMM to the V (AC) position. 3. Connect the positive lead of the DMM to the circuit to be tested. 4. Connect the negative lead of the DMM to a good ground. 5. Press the Hz button on the DMM. 6. The DMM will display the frequency measured. Measuring Voltage MEASURING VOLTAGE NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure measures the voltage at a selected point in a circuit. 1. Disconnect the electrical harness connector for the circuit being tested, if necessary. 2. Enable the circuit and/or system being tested. Use the following methods: - Turn ON the ignition, with the engine OFF. - Turn ON the engine. - Turn ON the circuit and/or system with a scan tool in Output Controls. - Turn ON the switch for the circuit and/or system being tested. 3. Select the V (AC) or V (DC) position on the DMM. 4. Connect the positive lead of the DMM to the point of the circuit to be tested. 5. Connect the negative lead of the DMM to a good ground. 6. The DMM displays the voltage measured at that point. Measuring Voltage Drop MEASURING VOLTAGE DROP NOTE: Refer to Test Probe Notice in Service Precautions. The following procedure determines the difference in voltage potential between 2 points. Page 5615 Crankshaft Position Sensor: Description and Operation CRANKSHAFT POSITION (CKP) SENSOR The crankshaft position (CKP) sensor circuits consist of an engine control module (ECM) supplied 5-Volt reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes of the teeth and slots of a 58-tooth reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced at 60-tooth spacing, with 2 missing teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, with 58 output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel, to the ECM as each tooth on the wheel rotates past the CKP sensor. The ECM uses each CKP signal pulse to determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft position. This information is then used to determine the optimum ignition and injection points of the engine. The ECM also uses CKP sensor output information to determine the camshaft relative position to the crankshaft, to control camshaft phasing, and to detect cylinder misfire. Page 6437 1. Set the rotary dial of the DMM to the V (DC) position. 2. Connect the positive lead of the DMM to 1 point of the circuit to be tested. 3. Connect the negative lead of the DMM to the other point of the circuit. 4. Operate the circuit. 5. The DMM displays the difference in voltage between the 2 points. Probing Electrical Connectors PROBING ELECTRICAL CONNECTORS IMPORTANT: Always be sure to reinstall the connector position assurance (CPA) and terminal position assurance (TPA) when reconnecting connectors or replacing terminals. Frontprobe Disconnect the connector and probe the terminals from the mating side (front) of the connector. NOTE: Do not insert test equipment probes (DVOM etc.) into any connector or fuse block terminal. The diameter of the test probes will deform most terminals. A deformed terminal will cause a poor connection, which will result in a system failure. Always use the J-35616 GM-Approved Terminal Test Kit or the J 42675 Flat-Wire Probe Adapter in order to front probe terminals. Do not use paper clips or other substitutes to probe terminals. When using the J-35616 GM-Approved Terminal Test Kit, ensure the terminal test adapter choice is the correct size for the connector terminal. Do not visually choose the terminal test adapter because some connector terminal cavities may appear larger than the actual terminal in the cavity. Using a larger terminal test adapter will damage the terminal. Refer to the J-35616 GM-Approved Terminal Test Kit label on the inside of the J-35616 GM-Approved Terminal Test Kit for the correct adapter along with the connector end view for terminal size. Page 13037 ^ Always inspect and adjust the pressure when the tires are cold. ^ Vehicles that have different pressures for the front and the rear need to be adjusted after tire rotation. Improper tire inflation may result in any or all of the following conditions: ^ Premature tire wear ^ Harsh ride ^ Excessive road noise ^ Poor handling ^ Reduced fuel economy ^ Low Tire Pressure Monitor (TPM) Light ON ^ Low Tire Pressure Message on the Drivers Information Center (DIC) Disclaimer Page 2294 BOSCH CONNECTORS (BSK) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Remove the wire dress cover, if necessary. 3. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 4. Insert the J 38125-561 tool into the 2 cavities on each side of the terminal at the front of the connector and push until you feel the tool disengage the terminal retainers. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 5. Carefully pull the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 . Bosch Connectors (0.64) BOSCH CONNECTORS (0.64) TOOLS REQUIRED J-38125 Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Locate the lever lock on the wire dress cover. While pressing the lock, pull the lever over and past the lock until the lever is at the end of its travel. 2. Disconnect the connector from the component. 3. Pull the rubber boot that covers the wires back to expose the end of the connector dress cover. 4. Place the connector locking lever in the center of the connector. Page 1868 Listed are Registered Trademarks ((R)) or Non-Registered Trademarks ((TM)) which may appear in this service data. Special Tools Ordering Information SPECIAL TOOLS ORDERING INFORMATION The special service tools shown that have product numbers beginning with J, SA or BT are available for worldwide distribution from: OE Tool and Equipment Group Kent-Moore 28635 Mound Road Warren, MI, U.S.A 48092-3499 Phone: 1-800-345-2233 or 586-574-2332 Monday through Friday 8:00 am-7:00 pm Eastern Standard Time Fax: 1-800-578-7375 or 586-578-7321 The TECH 2 scan tool and accessories can be purchased through: Dealer Equipment and Services 5775 Enterprise Dr. Warren, MI, U.S.A 48092-3463 Phone: 1-800-GM-TOOLS or 586-574-2332 Monday through Friday 8:00 am-6:00 pm EST Steering - Steering Gear Leaks/Moan or Groan Noise Power Steering Fluid: All Technical Service Bulletins Steering - Steering Gear Leaks/Moan or Groan Noise Bulletin No.: 05-02-32-007D Date: March 29, 2007 ENGINEERING INFORMATION Subject: EI05119 - Power Steering Gear Leak, Moan, Groan or Whine Noise (Diagnose and Repair as Necessary) Models: 2005-2007 Buick Allure (Canada Only), LaCrosse 2004-2007 Chevrolet Impala, Monte Carlo 2004-2007 Pontiac Grand Prix Supercede: This bulletin is being revised to provide additional leak and noise diagnosis information. Please discard Corporate Bulletin Number 05-02-32-007C (Section 02 - Steering). Condition Some customers may comment on a power steering gear leak or that the gear appears to be leaking. Additionally, the customer may come into the dealership indicating they were told by an aftermarket service facility that the steering gear was leaking because the power steering reservoir was low on fluid and the gear showed an oil residue. Some customers may also comment on a power steering noise during steering maneuvers or while driving. Correction Inspect and diagnose the power steering system before any repairs are attempted using the procedure listed below. Because the power steering reservoir on 3800 V6-equipped vehicles is located behind and below the rear cylinder head, the fluid level may not be getting checked and/or topped off similar to other vehicles which have a reservoir that is located on the upper portion of the engine. This condition could be more prevalent with vehicles serviced at non-GM dealerships. Determine if the power steering system is full of oil. Adjust the fluid in the reservoir to the proper level. The lower fluid level could be the result of a variation in the original system fill. Plus, over time and mileage, the system purges any remaining air. Additionally, as the hoses expand and contract, the fluid level may drop as measured within the reservoir. Don't assume there is an external fluid leak just because the fluid level in the reservoir is down to the Add mark. Restart the engine and see if the noise goes away after turning the steering wheel lock to lock a few times. This will correct most, if not all, the vehicles with a noise condition. If the customer was told their was a power steering fluid leak by an aftermarket service facility because the power steering reservoir needed fluid and they saw oil residue on the power steering gear, then carefully inspect the gear and surrounding area for oil residue. Below are some causes as to why oil residue may be present. Oil residue on the body of the steering gear usually on the pinion area (left side) of the gear or on the convoluted boots. This condition could be caused by a small amount of oil that can drip out when the shipping plugs are removed from the gear, just prior to the installation of the P/S pressure and return lines being connected at the assembly plants. Gears should not be replaced for this condition. Oil residue on or near the pinion adjuster nut plug. During the gear assembly process the supplier uses grease to lubricate the pinion adjuster plug threads. In cases where a lot of grease was used on the adjuster plug threads, some grease can ooze out around the threads and when mixed with moisture and road grime, it can appear as though the plug is leaking. In some cases the heat generated from the exhaust system will start to liquefy some of the grease and cause it to run. Gears should not be replaced for this condition. Oil residue inside the convoluted boots. When the steering gear is assembled into the housing, grease is applied to the gear teeth. In some cases, if there is a lot of grease used, it will squeeze out of the gear teeth, soften and run down and collect in the bottom of the convolutes. This may have the appearance of a thick oil, especially in hot climates. Some technicians have seen this liquefied grease and thought is was power steering fluid. Gears should not be replaced for this condition. If the customer indicates that they have seen what they think was a leak, resembling oil residue, on their garage floor or driveway, or the technician sees Page 4915 J-38125 Terminal Repair Kit HIGH TEMPERATURE WIRING Wiring that is exposed to high temperatures, 135°C (275°F) or higher, for prolonged periods of time may use materials i.e. wires, connectors, and shielding that has a higher heat rating than typical wiring. When making a repair in a high temperature area observe the following: Use high temperature bulk wire rated at 150°C (302°F) continuous temperature to replace any damaged wire. - Replace any heat shielding that is removed. - Cover any DuraSeal splice sleeves with SCT1 shrink tubing (available in the J-38125 Terminal Repair kit). - After making a wiring repair, ensure that the location of the wiring is not moved closer to the heat source. IDENTIFYING HIGH TEMPERATURE WIRING Wiring that is exposed to high temperature, 135°C (275°F) or higher, for prolonged periods of time need special considerations when making wiring repairs. Areas that may be exposed to higher temperatures can be identified by heat resistant materials that are being used in those areas. These materials may include heat reflective tape, moon tape, and high temperature shrink tubing. Also conduit and other protective coverings may be used. Because conduit or similar coverings are used throughout the vehicle regardless of the temperature, it may be necessary for the technician to determine if an area is exposed to excessive heat before making a wiring repair. Obvious areas of consideration would be any area located near the exhaust manifolds, catalytic converter, and exhaust pipes. The J-38125 contains much of the material you will need to perform repairs on areas exposed to high heat. The kit contains the following items: DuraSeal splice sleeves to crimp and seal connections - High temperature SCT1 shrink tubing to protect the splice sleeves - A large sampling of common electrical terminals - The correct crimp tool to attach the terminals to the wires - The correct tools to remove the terminals from the connectors The J-38125 does not contain wire that is suitable to high temperature exposure. Use high temperature bulk wire rated at 150°C (302°F) continuous temperature of the same or larger gage size as the original wire when repair damage wire. Also replace any reflective tape that you remove during the repair. HIGH TEMPERATURE WIRE REPAIR IMPORTANT: Refer to Wiring Repairs in order to determine the correct wire size for the circuit you are repairing. You must obtain this information in order to ensure circuit integrity. If any wire except the pigtail is damaged, repair the wire by splicing in a new section of wire rated at 150°C (302°F) continuous temperature rating of the same gage size (0.5 mm, 0.8 mm, 1.0 mm etc.). Use the DuraSeal splice sleeves and splice crimping tool from the J-38125 and then encapsulate the splice sleeve using the high temperature SCT1 shrink tubing. Use the following wiring repair procedures in order to ensure the integrity of the sealed splice. 1. Open the harness by removing any tape. IMPORTANT: You must perform the following procedures in the order listed. Repeat the procedure if any wire strands are damaged. You must obtain a clean strip keeping all of the wire strands intact. 2. Use a sewing seam ripper, available from sewing supply stores, in order to cut open the harness in order to avoid wire insulation damage. 3. Cut as little wire off the harness as possible. You may need the extra length of wire in order to change the location of a splice.Adjust splice locations so that each splice is at least 40 mm (1.5 in) away from the other splices, harness branches, or connectors. 4. Strip the insulation: - When adding a length of wire to the existing harness, use the same size wire as the original wire. - Perform one of the following items in order to find the correct wire size: Page 540 Heated Seat Control Module - Driver C3 (With RPO Code KA1) Heated Seat Control Module - Driver C4 (With RPO Code KA1) Page 2778 Impact Sensor: Locations Driver Door (Sedan) 1. Door Frame 2. Outside Rearview Mirror - Driver 3. Door Lock Switch - Driver 4. Window Switch Driver 5. Outside Rearview Mirror Switch 6. Window Motor - Driver 7. Inflatable Restraint Side Impact Sensor (SIS) Left (AY1) 8. Door Lock - Driver Passenger Door (Sedan) Page 6009 Page 10815 Pressure Control Solenoid Valve Connector, Wiring Harness Side Page 5250 Engine Control Module: Description and Operation Electronic Ignition (EI) System ENGINE CONTROL MODULE (ECM) The engine control module (ECM) controls all ignition system functions, and constantly corrects the basic spark timing. The ECM monitors information from various sensor inputs that include the following: - The throttle actuator control (TAC) system - The engine coolant temperature (ECT) sensor - The mass airflow (MAF) sensor - The intake air temperature (IAT) sensor - The vehicle speed sensor (VSS) - The transmission gear position or range information sensors - The engine knock sensor (KS) Page 2055 Fuel Level Sensor: Service and Repair FUEL LEVEL SENSOR REPLACEMENT REMOVAL PROCEDURE IMPORTANT: Always maintain cleanliness when servicing fuel system components. 1. Remove the fuel tank module. 2. Disconnect the fuel level sensor electrical connector (1). 3. Push in the fuel level sensor retainer (1). Page 7823 5. Locate the 2 dress cover locking tabs that are on the wire end of the connector. Insert a small flat-bladed tool between the cover and connector body and pry up. 6. Locate the 2 dress cover locking tabs located on the opposite side of the connector. Insert a small flat-bladed tool between the cover at the connector end and pry up. 7. Remove the dress cover. 8. Cut the tie wrap on the wire bundle. 9. Remove the terminal position assurance (TPA) by inserting a small flat-bladed tool into the small slot in the end of the slider and pushing on the TPA until it comes out of the connector. When the TPA exits the opposite side of the connector, gasp the TPA and pull it completely out of the Page 5320 5. While pushing the terminal forward, insert the J 38125-24 in the release cavity above the terminal you are removing, gently pull the wire out of the back of the connector. Always remember never use force when pulling a terminal out of a connector. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. TERMINAL REPAIR PROCEDURE Use the appropriate terminal and follow the instructions in the J-38125 in order to replace the terminal. Yakazi Connectors YAZAKI CONNECTORS TOOLS REQUIRED J-38125Terminal Repair Kit TERMINAL REMOVAL PROCEDURE 1. Disconnect the connector from the component. 2. Insert a small flat blade tool in the slot below the front loaded terminal position assurance (TPA) and pry up. 3. Remove the TPA by pulling it out of the connector. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. Page 7577 IMPORTANT: If the diode is located next to a connector terminal remove the terminal(s) from the connector to prevent damage from the soldering tool. 5. Carefully strip away a section of insulation next to the old soldered portion of the wire(s). Do not remove any more than is needed to attach the new diode. 6. Check current flow direction of the new diode, being sure to install the diode with correct bias. Reference the appropriate service manual wiring schematic to obtain the correct diode installation position. 7. Attach the new diode to the wire(s) using 60/40 rosin core solder. Before soldering attach some heat sinks (aluminum alligator clips) across the diode wire ends to protect the diode from excessive heat. Follow the manufacturer's instruction for the soldering equipment. 8. Reinstall terminal(s) into the connector body if previously removed. 9. Tape the diode to the harness or connector using electrical tape. IMPORTANT: To prevent shorts to ground and water intrusion, completely cover all exposed wire and diode attachment points with tape. Splicing Twisted or Shielded Cable SPLICING TWISTED OR SHIELDED CABLE Twisted/shielded cable is used in order to protect wiring from electrical noise. Two-conductor cable of this construction is used between the radio and the Delco-Bose(R) speaker/amplifier units and other applications where low level, sensitive signals must be carried. Follow the instructions below in order to repair the twisted/shielded cable. 1. Remove the outer jacket (1). Use care not to cut into the drain wire of the mylar tape. 2. Unwrap the tape. Do not remove the tape. Use the tape in order to rewrap the twisted conductors after the splice is made. 3. Prepare the splice. Untwist the conductors and follow the splicing instructions for copper wire. Staggering the splices by 65 mm (2.5 in) is recommended. 4. Re-assemble the cable. IMPORTANT: Apply the mylar tape with the aluminum side inward. This ensures good electrical contact with the drain wire. - Rewrap the conductors with the mylar tape. - Use caution not to wrap the drain wire in the tape (1). Page 6459 2. Insert the J 38125-11A (GM P/N 12094430) tool into the cavity on the lower right hand face of the connector until the terminal release tang access panel slides over. 3. Ensure that the terminal release tang access panel is in the correct location to access the terminals. 4. Push the wire side of the terminal that is being removed toward the connector and hold it in position. 5. Insert the J 38125-11A (GM P/N 12094430) into the terminal release tang access slot located behind the access panel of the connector and press down on the terminal while carefully pulling the terminal out of the connector. Always remember never use force when pulling a terminal out of a connector. If the terminal is difficult to remove, repeat the entire procedure. Page 4821 Follow the steps below in order to repair push to seat connectors. 1. Remove the terminal position assurance (TPA) device, the connector position assurance (CPA) device, and/or the secondary lock. 2. Separate the connector halves (1). 3. Use the proper pick or removal tool (1) in order to release the terminal. See the release tool cross reference in the Reference Guide of the J-38125 to ensure that the correct release tool is used. 4. Gently pull the cable and the terminal (2) out of the back of the connector. 5. Re-form the locking device if you are going to reuse the terminal (1). 6. To repair the terminal, refer to Terminal Repair. TERMINAL REPAIR 1. Slip the cable seal away from the terminal. 2. Cut the wire as close to the terminal as possible. 3. Slip a new cable seal onto the wire. 4. Strip 5 mm (3/16 in) of insulation from the wire. 5. Crimp a new terminal to the wire. 6. Solder the crimp with rosin core solder. 7. Slide the cable seal toward the terminal. 8. Crimp the cable seal and the insulation. 9. If the connector is outside of the passenger compartment, apply grease to the connector. REINSTALLING TERMINAL 1. In order to reuse a terminal or lead assembly, refer to Wiring Repairs. 2. Ensure that the cable seal is kept on the terminal side of the splice. 3. Insert the lead from the back until it catches. 4. Install the TPA, CPA, and/or the secondary locks. Delphi Connectors (Weather Pack) DELPHI CONNECTORS (WEATHER PACK) TOOLS REQUIRED J-38125Terminal Repair Kit Page 9753 4. Adjust the automatic shift lock control actuator. 1 Pull out the tab (1) on the adjuster block side (2) of the actuator. 2 Press on the adjuster block (2) in order to compress the internal adjuster spring and disengage the adjuster teeth. Slide the adjuster block as far away from the actuator as possible. 3 Lock in place by pushing in on the tab (1). 5. Inspect the actuator. ^ The actuator must lock the shift lever clevis when you place the clevis in the park position. ^ If you can move the shift lever without pressing on the brake pedal, readjust the actuator. 6. Install the knee bolster bracket. Diagram Information and Instructions Crankshaft Position Sensor: Diagram Information and Instructions Electrical Symbols Page 2752 6. Place the DuraSeal splice sleeve in the nest. Ensure that the crimp falls midway between the end of the barrel and the stop. The sleeve has a stop (3) in the middle of the barrel (2) in order to prevent the wire (1) from going further. Close the hand crimper handles slightly in order to firmly hold the DuraSeal splice sleeve in the proper nest. 7. Insert the wire into the splice sleeve barrel until the wire hits the barrel stop. 8. Tightly close the handles of the crimp tool until the crimper handles open when released.The crimper handles will not open until you apply the proper amount of pressure to the DuraSeal splice sleeve. Repeat steps 4 and 5 for the opposite end of the splice. 9. Using the heat torch, apply heat to the crimped area of the barrel. 10. Gradually move the heat barrel to the open end of the tubing: - The tubing will shrink completely as the heat is moved along the insulation. - A small amount of sealant will come out of the end of the tubing when sufficient shrinkage is achieved. SIR/SRS SYSTEM WIRE SPLICE REPAIR Apply a new splice, not sealed, from the J-38125 if damage occurs to any of the original equipment splices (3 wires or more) in the SIR/SRS wiring harness. Carefully follow the instructions included in the kit for proper splice clip application. CONNECTOR POSITION ASSURANCE (CPA) The connector position assurance (CPA) is a small plastic insert that fits through the locking tabs of a connector. CPAs are used in all SIR System connectors and also in some connectors of other systems. The CPA ensures that the connector halves cannot vibrate apart. You must have the CPA in place in order to ensure good contact between the mating terminals of a connection. TERMINAL POSITION ASSURANCE (TPA) The terminal position assurance (TPA) insert resembles the plastic combs used in the control module connectors. The TPA keeps the terminal securely seated in the connector body. Do not remove the TPA from the connector body unless you remove a terminal for replacement. Splicing Copper Wire Using Splice Clips SPLICING COPPER WIRE USING SPLICE CLIPS IMPORTANT: When making a splice in an area that may be exposed to moisture use a crimp and seal splice sleeve instead of a Splice Clip. Refer to Splicing Copper Wire Using Splice Sleeves TOOLS REQUIRED J-38125 Terminal Repair Kit Page 6639 Body Control Module (BCM) C5 Page 5157 8. Take a CLEAR digital picture of the Tech 2(R) Vehicle Information screen showing the engine Calibration IDs and Verification Numbers as shown above. Retain the printout information and the Tech 2(R) screen photograph with the repair order. Note All pictures must be sent as a.jpg file. 9. E-mail a copy of the picture to [email protected]. In the subject line of the e-mail include the phrase "V8 Cal" as well as the complete VIN and Dealer BAC. In the body of the e-mail, include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note The dealer will receive an e-mail reply after the calibrations have been validated. The e-mail reply will advise the dealer if the calibrations are OEM. 10. Allow two hours for the PQC to verify the calibrations and set up the case details. ‹› If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 11. You may call the PQC two hours after submitting the e-mail for authorization to replace the assembly. This will provide them time to receive, review and set up a case on the request. Please be prepared to provide all the usual documentation that is normally required when requesting an assembly authorization from the PQC. Tech 2(R) Displaying All Zeroes for the Verification Numbers on the Calibration ID and Verification Number Screen If the Tech 2(R) that you are using displays all zeroes for the Verification Numbers as shown, then perform the following steps: 1. Update the Tech 2(R) with the latest software from TIS2WEB. 2. Turn OFF the ignition for 90 seconds. 3. Connect the Tech 2(R) to the vehicle. 4. Turn ON the ignition, and build the vehicle. Observe the Tech 2(R) Calibration ID and Verification Number screen for proper operation. ‹› If the Tech 2(R) screen still does not display properly, then turn OFF the ignition for 90 seconds again. Turn ON the ignition and observe the same screen for proper operation. Retrieving Calibrations From a Global A Vehicle This information applies to the 2010 Camaro and is typical of the procedure that will be used on Global A vehicles. 1. Turn OFF the ignition. Page 7800